COVERING THE 

THE LOCOMOTIVE 
VESTINGHOUSEan 
NEW YORK AIR-BRAKE 



: \ :.::,'::,.:..:'/ 




Book -i 



CopyrigM^?. 



CQFXRIGHT DEPOSffi 



TREATISE 

Covering Operation, Defects 
and Remedies of the Loco- 
motive, Westinghouse 
and New York 
Air-Brake 

also 

QUESTIONS AND ANSWERS TO FIRST, SECOND 

AND THIRD YEAR'S PROGRESSIVE 

EXAMINATIONS 

BY 

J. R. MacDONALD 



FIRST EDITION 



Published by 

THE AUTHOR 



Mi* 



Copyright, 1917, by 
J. R. MacDonald, Chicago, Illinois 



i 



22 1917 






'CI.A455431 



PREFACE 

The author of this book has had sixteen years in the edu- 
cational work, during which time he has covered many of 
the large railroads in the service of the International Cor- 
respondence School of Scranton, Pennsylvania. While en- 
gaged in the service of this Company, a large portion of 
his time was taken up in one special line, that of coaching 
and preparing locomotive firemen for promotion. This 
work afforded an exceptionally good opportunity for the 
writer to become familiar with all the different examina- 
tions that are being conducted on the railroads today. It 
has, therefore, been the aim of the writer to cover all ques- 
tions that a candidate may be required to answer, and in 
such terms as are commonly used in railroad examinations. 
He has also endeavored to make the answers as short as 
possible, and at the same time bring it out in an explicit 
manner in order that the answer may be accepted by the 
examiner on any railroad. 

In addition to the regular questions and answers cover- 
ing the first, second and third year examinations, a large 
number of miscellaneous questions and answers has been 
added in order to meet the demands of all roads. 



INTRODUCTION 

Never has there been such an evolution in railroad equip- 
ment, as has taken place in the last ten years. This applies 
to both air-brakes and locomotives. This necessarily calls 
for increased knowledge on the part of those in train and 
engine service, as so much depends on the proper handling 
of the automatic air-brake and locomotive, that a definite 
knowledge of all parts of the equipment is necessary in or- 
der that those in charge may know how to readily locate 
defects and break downs, and to overcome them in the 
quickest possible manner, in order that engine failures may 
be reduced to the lowest possible minimum. Before any- 
one can meet these requirements, he must study and fami- 
liarize himself with the inner workings of air parts of the 
air-brake and locomotive. He should thoroughly under- 
stand when any part of the air-brake or locomotive is in 
perfect working order before he is in a position to judge 
when it is wrong. However, it seems to be the prevailing 
spirit among engine men to object to covering too much 
ground in order to gain the necessary information, but in- 
stead they prefer to gain their knowledge from books put 
up in more condensed form. Therefore, this book will be 
found to cover, not only the operation and defects relating 
to both locomotive and air-brakes with all the latest method 
of treating the same, but it also contains questions and an- 
swers covering the first, second and third years of progres- 
sive examinations which will amply qualify railroad men 
to pass an examination regardless of the class of equipment 
being used on our railroads. Many cuts and diagrammatic 
views have been used in order to assist the reader in study- 
ing and understanding the equipment. 



CONTENTS 

CHAPTEE I PAGE 

Qualifications of a Fireman 9-14 

CHAPTER II 
First Tear Mechanical Examination 15-33 

CHAPTER III 
Second Year Mechanical Examination 34-53 

CHAPTER IV 

Third Year Mechanical Examination 54-132 

CHAPTER V 
Westinghouse Air Brake 133-295 

CHAPTER VI 

Steam Heat Apparatus 296-304 

CHAPTER VII 

Pyle National Head-Light 305-311 

CHAPTER VIII 
P. C. Passenger Brake 312-317 

CHAPTER IX 
New York Air Brake 318-381 



THE QUALIFICATIONS THAT A FIREMAN 

SHOULD POSSESS IN ORDER TO FILL 

THE POSITION OF A FIREMAN AND 

TO MAKE AN ENGINEER 

First — Good judgement is a locomotive fireman's most 
important and valuable asset. Aside from the necessary 
intelligence and physical ability, firemen who desire to 
make their work as easy as possible and with an aim to 
promotion, should make an effort to cultivate and give an 
early evidence of the possession of this important require- 
ment. The display of good judgement by a fireman while 
performing his duties proves him to possess a clear head 
and steady nerve. The qualities that are absolutely neces- 
sary in the safe operation of a railway in order to assure 
safety to life and property. On the other hand, the dis- 
play of poor judgement on the part of a fireman gives evi- 
dence of his lack of fitness for the position and proves that 
while he might fill some other position with honor to him- 
self and all concerned, he is utterly unfit to be placed in 
charge of so responsible a task as that of engineer in 
charge of a large locomotive. 

A man possessed with good judgement and steady nerve 
correctly measures all the conditions quickly, thus he is 
prompted to do the right thing at the right time. There- 
fore, there is always abundant opportunity for the exer- 
cise of good judgement in firing a locomotive, and while 
much good information can be obtained from the printed 
page, nevertheless, the value of this to a fireman or to the 
company by whom he is employed depends altogether on 

9 



10 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

the amount of good judgement which he applies in the 
performance of this daily practice. 

Consequently, it should be borne in mind that in the 
study of the best methods of firirig and running a locomo- 
tive the need of good judgement will constantly appear. 

No knowledge or education is of much value to the em- 
ployee or the company unless it is put into practice. 
Therefore, if the engine man fails to put his knowledge into 
action, another man having a smaller stock of knowledge, 
but ready and willing to take advantage of the conditions 
that surround him, and in so doing he may save himself 
unnecessary labor, and the company a great deal of ex- 
pense. There are only two ways of learning, one is by 
practical experience and the other is by reading and study- 
ing from books treating on the subject, thus profiting from 
the experience of those that have traveled along the same 
line in life. 

The disposition to learn is also a valuable asset to the 
fireman so that he may learn and profit by the experience 
and advice of others, especially those who are responsible 
for the performance of the locomotive. 

The Value of Harmony Between the Engine Crew 

Harmony between the engineer and fireman on a locomo- 
tive is as essential as good judgement, due to the fact that 
one member of the crew may save coal by the pound and 
the other waste it by the bushel. The fireman should be 
advised in regard to the coming events, if possible, so that 
he can act in such a manner as to avoid popping and black 
smoke when the throttle valve is closed. 

Proper boiler feeding is of vital importance to the suc- 
cessful operation of a locomotive. Regardless of which 
man operates the injector, it should be done in such a 



QUALIFICATIONS OF A FIREMAN 11 

manner as to assist the fireman in regulating his fire, so 
as to get the best results. If the engineer is in the habit 
of working the injector he should use good judgment in 
supplying the water to the boiler, avoiding as much as 
possible the use of the injector while the fireman is re- 
gaining the temperature in the firebox after the engine has 
been shut off and the temperature has been reduced. The 
use of the injector at such times is liable to induce the 
fireman to crowd the fire, thus bringing about bad results. 

What the Fireman Should Not Do 

1. Never leave a terminal without having his fire well 
built up and in good condition. His grates level and work- 
ing properly, and ash pans clean. The proper firing tools 
and all necessary supplies on the engine. 

2. In building up his fire he should not put too much 
coal in the firebox at one time, but should build it up grad- 
ually, keeping the corners and sides well filled. 

3. He should not shake the grates before leaving a termi- 
nal unless it is absolutely necessary, as shaking the grates 
generally causes green coal to reach the grates and some- 
times a large amount of good fuel is shook into the ash 
pans and causes fire to fall out along the line. 

4. The fireman should not use the blower too hard. 
Neither should he continue to use it until the pops raise, 
but should shut it off when he sees that the locomotive is 
going to get hot instead of leaving the blower on until the 
pop raises, then shutting it off. 

5. He should not place large lumps of coal in a firebox. 
A much greater area will be exposed to the heat and to the 
oxygen of the air by breaking the coal into small pieces, 
causing much more rapid combustion. 

6. He should not put too much coal in the firebox at one 



12 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

fire while on the road. This will absorb so much heat from 
the fire that the temperature will be lowered below the point 
of ignition of some of the most valuable gases. This is a 
common cause of a very large waste of fuel. 

7. He should not follow one fire with another too closely, 
because many times the fire has just reached that point 
where it will produce the best effect, and if left alone for a 
few seconds both the temperature and the color will change, 
the color giving evidence of a higher temperature. Hence, 
when a fresh supply of coal is placed in the firebox the 
temperature will not be reduced below 1,800 degrees, that 
at which the most difficult gas will burn. 

8. He should not put coal in the firebox any faster than 
it is being burned, and avoid the use of the hook, as the use 
of the hook except where it is necessary to break the fire 
down at the terminal, and to feel the condition of the fire in 
a larger firebox while running along the road, is bad 
practice. 

9. He should not place coal on the fire just before shut- 
ting off, but should have his fire burned down in order to 
eliminate black smoke, especially on passenger trains, when 
approaching stations. 

10. He should not fire the locomotive in such manner as 
to have banks of green coal or a large amount of unburned 
coal in the firebox when arriving at a terminal, as this will 
only be knocked out into the cinder pit and is a waste of 
fuel. 

11. He should not use the blower hard when the fire is 
low as this will cause the flues to leak, but should use it just 
sufficient to cause a slight draft on the fire. 

12. He should not shake his grate while the engine is 
working hard. 

13. He should not carry a heavy fire, this obstructs the 



QUALIFICATIONS OP A FIREMAN 13 

free passage of air and causes incomplete combustion, thus 
making his labor harder and wastes fuel. 

14. He should not permit his fire to become heavy in one 
place and light in others. This causes an uneven distribu- 
tion of air into the firebox, and results in incomplete com- 
bustion. 

15. He should not carry too light a fire because too much 
air may pass into the firebox which will prevent proper 
combustion. 

What the Engineer Should Do in Order to Assist the Fire- 
man in the Use of Coal 

1, First he should see to it that the engine is properly 
drafted, and that there is no steam leaks in the front end, 
or air leaks from the outside into the smoke arch, and that 
the superheater units are tight. He should also try to have 
his engine valves properly set and the locomotive free from 
leaks and blows. 

2. He should assist the fireman as much as possible 
when approaching stations and in taking sidings. He 
should work his injector so as to have a supply of water 
in the boiler sufficient to allow time for the fireman to get 
his fire up to the proper temperature before putting his 
injector to work. It should be borne in mind that while 
the locomotive is working there is a force draft on the fire. 
But when the throttle is closed there is nothing but a nat- 
ural draft. Hence, the temperature in the firebox is some- 
what reduced, and if the injector is started the result is 
that the fireman will be compelled to crowd his fire in order 
to keep pace with the methods adopted by the engineer. 
Therefore, the firing and injector feeding should be done 
in perfect harmony with each other in order to get the re- 
sults necessary. 



14 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

3. The engineer should always remember that heat is 
the source of power acting against the piston in the cylin- 
der of a locomotive. Therefore, he should guard against 
high water at all times, as water or wet steam not only de- 
tracts from the power of the engine, preventing the maxi- 
mum tonnage being hauled and the required speed being 
obtained, but will affect the lubrication in the cylinders. 

4. The engineer should bear in mind that high water is 
very injurious to the superheater units, although the water 
may not be high enough to show at the stack or cylinder 
cocks, yet the sprays of water coming in contact with the 
joints of the superheater units, causes them to leak. Wa- 
ter carried over into the superheater units will also lower 
the degrees of superheat, thus effecting the performance of 
the engine. 

5. The engineer should not allow his injector to supply 
water to the boiler any faster than it is being used. As 
delivering water into a boiler faster than is necessary to 
supply the boiler requires a large amount of extra heat to 
maintain the steam pressure. The best results in the firing 
and operation of locomotives can only be obtained through 
co-operative efforts on the part of the engineer and fire- 
man. The engineer should understand that especially with 
a superheated locomotive it is not necessary for water to 
show at the stack or cylinder cocks in order to have the 
water too high in the boiler, due to the fact that sprays 
of water can be drawn over into the superheater units, 
causing them to leak and also reducing the degrees of 
superheat without showing at the cylinder cocks or stack. 



FIRST YEAR MECHANICAL EXAMINATION 

Q. 1. What are the duties of a fireman on arrival at the 
round house previous to going out on a trip f 

A. The fireman should acquire the habit of arriving at 
the round house in ample time to enable him to have every- 
thing in order before leaving time. He should first com- 
pare watch with standard time. He should also inspect the 
bulletin board, then go to the engine. See that there is suf- 
ficient water in the boiler. Examine the fire, ash pan and 
grates. Start building up his fire gradually. See that he 
has the necessary firing tools, also that there is oil, waste, 
lamps, flags, and all the necessary material for flagging. 
He should cultivate the habit of seeing that the tank is full 
of water and the sand box filled with sand. While he may 
not be held responsible for these things, yet he should ac- 
custom himself to doing them so he will make himself more 
valuable to the Company, and thus educate. himself at the 
same time. 

Q. 2. What preparation is necessary in order to assure 
a successful trip ? 

A. Following the old maxim that an ounce of preventa- 
tive is worth a pound of cure; by having everything in 
first class order, and by a careful inspection of all parts, 
also by building the fire up properly and getting the right 
kind of a fire to start with. 

15 



16 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 3. How should a fireman go about preparing his fire 
before going out on atrip? 

A. He should first see that there is not too much dead 
ashes and clinkers around the sides or green coal next the 
grates. He should also see that his grates are level and not 
stuck. He should start to build up his fire, keeping the 
sides and corners well filled, keeping the blower going just 
enough to keep the smoke and gas out of the cab. 

Q. 4. What is a blower and how should it be used? 

A. A blower is a pipe reduced in the end to a small 
opening, so located in the front end as to send a jet of 
steam up through the stack. This jet of steam acts in the 
same manner as the exhaust from the nozzle, creating a 
draft on the fire. The blower should never be used only 
when necessary to assist in getting up steam or in cleaning 
the fire, also to keep the smoke out of the cab and to keep 
down black smoke when necessary. King blowers are being 
used on some roads now. 

Q. 5. What pressure is indicated by the steam guage? 

A. Gauge pressure, not absolute pressure. Absolute 
pressure is always 14 T 7 ^ more than gauge pressure. 

Q. 6. What is atmospheric pressure? 

A. Atmospheric pressure is the pressure the atmosphere 
exerts on the earth at sea level, and is 14^\ to each square 
inch, and becomes about % pound less for each 1,000 feet 
of altitude. 

Q. 7. Why is it important that the water level be kept 
at a uniform height ? 

A. Because by keeping the water at a uniform level the 
temperature can be maintained more uniform, hence, there 



FIRST YEAR EXAMINATION 17 

will not be so much liability of leaking. Uneven pumping 
is very injurious to the boiler and should always be avoided, 
as it causes contraction and expansion of the sheets. 

Q. 8. What is steam? 

A. Steam is an invisible gaseous vapor, brought about by 
the application of heat to the water. 

Q t 9. At what temperature does water toil under one at- 
mospheric pressure? 

A. 212 degrees (at sea level). 

Q. 10. At what temperature will water boil under 200 
pressure ? 

A. About 388 degrees. 

Q. 11. What is the source of power that operates the lo- 
comotive? 

A. Heat is really what performs the work. The water 
being converted into steam by the application of heat acts 
as a conductor, or medium, to convey the heat from the 
firebox where the heat is generated to the cylinder of the 
engine, that it may perform the work, the water perform- 
ing the same duty for the heat that the wire leading from 
an electrical generating plant does for the current of elec- 
tricity flowing to the motor. It acts as a conductor to 
carry the power from the source to the point where it can 
do the work. 

Q. 12. What advantage is there in the fireman knowing 
the grades of the road? 

A. By knowing the road the fireman should be able to 
regulate his fire so as to avoid engine popping off, and keep 
down black smoke, thus saving fuel. 



18 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 13. What is the purpose of the safety valve f 

A. The duty of the safety valve is to relieve the boiler of 
all pressure above the standard amount for that boiler. 

Q. 14. Why are locomotives provided with more than one 
safety valve? 

A. In the event of one safety valve failing to relieve -the 
pressure rapidly enough, the other valve is usually set at 5 
pounds higher. This assures the boiler of being relieved in 
case of one pop failing, due to being stopped up. 

Q. 15. About how much coal is wasted at the pop each 
second f 

A; Not less than 14, pound per second, or one scoop per 
minute. 

Q. 16. What is meant by contraction and expansion, and 
what causes it? 

A. Contraction and expansion is the amount the iron 
sheets or flues contract or expand, due to the temperatures 
falling and raising. Therefore, the temperature should not 
be allowed to vary more than 10 pounds. 

Q. 17. How shoidd the fire be built up at stations in order 
to avoid black smoke ? 

A. There are two ways in which to build up a fire at 
stations. One way is to place the coal in the fire box in 
small quantities at a time, keeping the blower going lightly. 
The other is to place a large amount of coal all around the 
sides and ends, leaving the middle very light. 

Q. 18. What condition should fire be kept while the train 
is in motion ? 

A. The fire should be kept as light as possible. The 
manner in which the engine is drafted and the methods 



FIRST YEAR EXAMINATION 19 

adopted by the engineer in working the engine will have 
to be taken into consideration. But in all cases the fireman 
should try to carry his fire as light, level and as bright 
as possible. 

Q. 19. How is the draft created on the fire of a locomotive 
when working? 

A. By the exhaust steam from the nozzle spreading or 
expanding, filling the petticoat pipe and stack, causing a 
partial vacuum to be formed in the front end. This causes 
less pressure to exist on the front end of the flue than at 
the back end, in the firebox, thus the gases from the firebox 
travel through the flues toward the weaker pressure, then 
the atmosphere rushes through the grates and fire, supply- 
ing the necessary oxygen. 

Q. 20. What is combustion? 

A. Combustion is a rapid chemical combination of oxygen 
with the fuel element or it is just burning. 

Q. 21. About how many cubic feet of air is necessary 
to burn one pound of coal in the firebox of a locomotive? 

A. Technically speaking, about 152. But in locomotive 
fireboxes in practice it requires about 250. 

Q. 22. Does the amount of air admitted to the firebox 
have any effect on the fuel consumed or the heat produced? 
If so, why ? 

A. Yes, as a matter of fact if there was no air passing 
into the firebox the coal would not burn at all. However, 
we can have an insufficient supply of air and still consume 
the fuel, but only about one third of the heat will be pro- 
duced. 



20 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 23. Has the condition of the fire anything to do with 
the admission of air into the firebox f 

A. Yes, for example : If the fire is heavy in one part and 
light in the others the air will pass in where the least resist- 
ance is offered, therefore, the larger volumes of air will be 
passing in where the smallest amount of gas is given off and" 
not enough air will pass in through the heavy parts of the 
fire to form perfect combustion. Hence, a waste in fuel. 

Q. 24. What bad effects would too strong a draught have 
on the fire f 

A. Too strong a draught would have the effect of tearing 
holes in the fire. Sometimes turning the fire upside down, 
causing green coal to reach the grates. We must not over- 
look the fact that the stronger the draught the more 
vacuum will be formed in the front end, therefore, the faster 
the heat will travel through the flues, consequently the less 
time there will be for the heat to be imparted to the water. 

Q. 25. In the event of the fire being too heavy or too 
light, what effect will it have? 

A. If the fire is too heavy it will prevent a sufficient 
amount of air passing in and the fire will usually clinker. 
Whereas, if the fire is too light too much cold air may be 
taken in and lift the fire from the grates and cause the 
flues to leak; too much air is as bad as not enough. 

Q. 26. Suppose the engine was standing still for some 
time and the fire becomes very light, what harm might 
result if several scoops of coal were placed in the firebox 
at one time? 

A. This would have the effect of cooling the fire down 
below the igniting temperature of the gas as any coal placed 
in the firebox must absorb heat before it can give off heat. 



FIRST YEAR EXAMINATION 21 

Q. 27. What are the advantages of utilizing the entire 
grate surface? 

A. The larger the grate surface the more coal can be 
spread over the grates, combustion can be slower and still 
generate steam faster as it affords a better opportunity 
for the oxygen to come in contact with the coal. 

Q. 28. How can you prevent coal^ from being carried 
through the flues and out of the stack? 

A. By keeping the coal well wet down and by keeping 
the fire free from clinkers and the use of a brick arch. A 
large nozzle will help. 

Q. 29. What causes a pull-on the fire door when the 
engine is working hard? 

A. This is caused by an insufficient supply of air from 
underneath, due to dampers, grates, or clinkers, thus 
necessitating the air being drawn in above the fire. Hence 
the pull on the door. 

Q. 30. Will improper firing cause clinkers, and if so, 
what bad results will follow? 

A. Yes, improper firing will cause banks and clinkers 
to form, reducing the grate area, which will effect the 
steaming of the engine and also the fuel performance of the 
locomotive, and will cause clinkers to form. 

Q. 31. What are the heat producing substances in bitumi- 
nous coal? 

A. Carbon and hydrogen. 

Q. 32. Is coal a compound or an element? 

A. Coal is a compound." 



22 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 33. Can coal in its present state be burned? 

A. No. Coal being a compound has to be broken down 
into its elements before it can be burned. 

Q. 34. Does coal give heat when it is first placed in the 
firebox? 

A. No. Coal being a compound will absorb heat from the 
fire in order that it may become broken down into its ele- 
ments before any heat can be given off. 

Q. 35. What three things are necessary for combustion 
(or burning) ? 

A. First, you must have the fuel to be burned, then you 
must have the oxygen and last the igniting temperature. 
In the absence of any one of these three you can not have 
combustion. 

Q. 36. From where do we get the oxygen for our com- 
bustion or burning? 

A. From the atmosphere only. 

Q. 37. What per cent of the atmosphere is of any service 
in aiding combustion? 

A. About 23 per cent of the air is oxygen. 

Q. 38. What is the remaining portion of the atmosphere, 
and what becomes of it? 

A. The remaining 77 per cent is nitrogen and is carried 
into the fire through the flues and out of the stack as a 
deadhead, rendering no assistance whatever. 

Q. 39. What is the cause of the drumming noise in the 
firebox? 

A. Often with a light, clean fire, when engine is standing 
and the blower slightly cracked, a drumming noise is made, 



FIRST YEAR EXAMINATION 23 

It also occurs sometimes while running. This is caused 
by the gas expelled from the coal combining in certain 
proportions with the air, forming rapid explosions. 

Q. 40. Why should slides and damper netting be kept 
closed in dry, hot weather ? 

A. Slides and netting should be kept closed in order to 
avoid setting fire to bridges and other property along the 
road. 

Q. 41. Why are ashpans provided with netting? 

A. So that the dampers can be kept open and still prevent 
the fire from falling out. 

Q. 42. Why are the grates made to shake? 

A. Grates are made to shake in order that the fireman 
can dispose of the ashes as they gather under the fire. By 
moving the grates the ashes fall through into the pan. Also 
in the event of clinkers forming, they can sometimes be 
broken up and thus allow air to flow through all parts of 
the fire. 

Q. 43. When should the grates be shaken ? 

A. The best time to shake grates is when the steam is shut 
off, or when the engine is working very light. What is 
wanted in shaking grates is to remove as much as possible 
of the ashes and small clinkers and have them fall through 
into the pan. . This can be done with less injury to the fire 
when steam is shut off. 

Q. 44. Why is it necessary to provide a supply of air 
throwgh the fire in order to burn the coal? 

A. Because a large portion of the fuel is in the form of 
what is known as fixed carbon which remains on the grates, 



24 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

therefore, we must bring the air through the fire in order 
to have the oxygen come into direct contact with the fixed 
carbon. It is also common practice with modern engines 
to supply the entire amount of air for Both the fixed carbon 
and the gas through the grates. 

Q. 45. What is carbon? 

A. Carbon .is an elementary substance present in all 
organic matter and occurring in nature in two distinct 
forms. As the diamond or graphite. The actipn of heat 
on vegetable and animal tissues produces carbon in the 
form of charcoal, lampblack or coke. 

Q. 46. What is meant by the ignition temperature? 

A. The term ignition temperature means the point which 
the fuel combines with the oxygen. However, this must 
not be confused with combustion. Every combustible must 
be heated to a certain definite temperature before it will 
combine with oxygen. This temperature is usually called 
the point of ignition or its kindling temperature, a dull red 
or about 800 degrees F. 

' Q. 47. What should be the condition or appearance of 
the fire in order to burn the gas in the firebox in the proper 
manner and obtain the greatest amount of heat? 

A. The fire should always be maintained at a bright red. 
This will assure a temperature of 1800 — the temperature 
necessary to burn the most difficult gas found in the coal, 
(hydro-carbon). 

Q. 48. How can the fire be maintained in this condition? 

A. By firing light and often, avoiding putting a large 
amount of coal in any one place, firing the sides and corners 
alternately. 



FIRST YEAR EXAMINATION 25 

Q. 49. What is black smoke? Can it be burned? 

A. Black smoke is small particles of carbon in its finely 
divided state, mingled with the exhaust steam. Carbon 
once formed cannot be burned at the ordinary firebox 
temperature. 

Q.^50. What is the effect of putting too many scoops of 
coal in the fire at one time ? 

A. "Where too much coal is placed on the fire at one time, 
there is so much heat absorbed from the fire in order to 
separate the coal into its elements, that the temperature 
is reduced below the igniting point of the gas, thus causing 
a waste in fuel, also black smoke. 

Q. 51. If coal burns at all, does it not give off the same 
amount of heat at all times ? 

A. No. Coal can be burned in two different ways. In the 
event of an insufficient supply of oxygen being present and 
in contact with the gas, the carbon gas may unite with the 
oxygen and burn to carbon monoxide (co) giving off 4,450 
heat units instead of burning to carbon dioxide (co 2 ) 14,500 
heat units, thus 10,050 heat units are lost due to an insuffi- 
cient supply of air. 

Q. 52. How much heat will one pound of carbon give 
off as the result of perfect combustion? 

A. About 14,500 heat units. 
Q. 53. What is a heat unit? 

A. A heat unit is the amount of heat required to raise 
one pound of water one degree from 39 F. 



26 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 54. Name the parts of the boiler that are surrounded 
by water. 

A. The inside sheets of the firebox, such as side sheets, 
back and front sheets and crown sheet, also the flues extend- 
ing from front to back. 

Q. 55. Why is this necessary? 

A. All parts of the boiler and firebox which the fire 
comes in contact "with must be surrounded with water or 
they will burn. 

Q. 56. Name the sheets in the firebox. 

A. Crown sheet, side sheets, front and back end sheets. 

Q. 57. What might happen if mud was allowed to become 
baked on the crown sheet ? 

A. The crown sheet is very liable to be mud burned and 
may give way and cause damage. 

Q. 58. Name the parts of the boiler that are most sensi- 
tive to cold air. 

A. The flues and flue sheet. This is due to the fact that 
the flues are made of light material and are set at right 
angles to the sheet, therefore, the expansion of the two 
metals is different. 

Q. 59. What is the result of opening the fire door when 
the engine is working in order to prevent the engine from 
popping and should this be practiced? 

A. The result of opening the fire door to prevent popping 
is liable to cause the flues and sheets to leak and should not 
be practiced at all, however some air through the door 
is a benefit to the fire. 



FIRST YEAR EXAMINATION , 27 

Q. 60. Do you consider a knowledge of the laws of com- 
bustion of any value to the fireman? 

A. Yes, by having a knowledge of combustion the fireman 
should be in a position to save labor for himself and money 
for the company ? 

Q. 61. What is one of the greatest expenses to a railroad 
company? 

A. Labor and fuel. Fuel is usually second. 

Q.- 62. Bo you understand then that you are in a position 
to bring about a saving for the company? 

A. Yes, I fully appreciate the fact. 

Q. 63. What is the result of allowing the ash pans to 
become filled up with ashes and clinkers? 

A. This is liable to obstruct the free passage of air to the 
fire, . also to cause the grates to burn, therefore the ash 
pans should be kept clean at all times. 

Q. 64. Will improper firing cause the flues to leak? 

A. Yes, improper firing sometimes causes the fire to be- 
come light in spots, this permits large volumes of air to 
pass in this particular spot. It should be borne in mind 
that each section of the grates has a corresponding position 
on the flue sheet, consequently, too much air coming in con- 
tact with the flue sheet will cause contraction, thus starting 
the flues to leak. 

Q. 65. How would you take care of a boiler with leaky 
flues? 

A. In the event of leaky flues the fire should be main- 
tained at as high a temperature as possible and the water 



28 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

kept to a uniform level and the fire door should be held 
open only when absolutely necessary. 

Q. 66. Does stopping up a number of^ flues affect the 
steaming of an engine ? Explain. 

A. Yes, every flue that is stopped up simply reduces the 
opening from the firebox through to the smoke box. Also 
reduces the heating surface just that much. The reduced 
area through the flues makes it necessary for the gas to 
travel faster, allowing less time in which to deliver heat 
to the water. It will also affect the draft. 

Q. 67. What do you understand are the advantages of 
a brick arch in the firebox? 

A. A brick arch serves two purposes. First, it protects 
the flue sheet from the cold air. But the second and most 
important duty is to compel the gas at the front end of the 
fire to travel a greater distance before entering the flues, 
thereby affording a better opportunity for the gas to become 
heated to the igniting temperature and also to come into 
contact with the oxygen, thus producing more complete com- 
bustion. It should be understood that the temperature in 
the flues is not high enough to burn some of the gas, hence 
they must be burned in the firebox before entering the flues 
or pass off unburned. It also helps to burn the sparks. 

Q. 68. Is it good practice to use the rake or hook in the 
firebox? 

A. This depends upon the class of coal being used as 
there -are certain grades of coal that if raked will clinker 
right away, while others will not. It is the practice in 
some sections of the country to break the fire down with 
the hook when getting ready to start out and also to break 
up a bank. With some grades of coal the better practice 



FIRST YEAR EXAMINATION 29 

is to fire around a bank and burn it out. The hook should 
.be avoided at all times if possible. 

Q. 69. What is the object in wetting coal? 

A. The object of wetting coal is first, to prevent the fine 
particles flying in the form of dust, making the work more 
cleanly for the men in the cab. Second, to prevent the draft 
of the locomotive drawing the fine particles through the 
flues without being burned, thus causing a waste of fuel. 

Q. 70. Is it bad practice to overflow the tanks when 
taking water? 

A. Yes, this is not only a waste of water, but causes 
damage to the track. Also in cold weather may cause the 
air hose to freeze and the ice formed may be the means of 
someone getting hurt. 

Q. 71. Is it proper to fill the tanks too full of coal while 
coaling up? 

A. No. Tanks should never be filled so that any coal 
will fall off. First, because it is a waste of coal, and second, 
because lumps falling off may strike someone and injure 
them, causing the company to become involved in a suit. 

Q. 72. "What is the duty of the fireman in regard to the 
fire, tools and lamps when arriving at the terminal, after 
completing a trip? 

A. The fireman should always regulate his fire so that he 
will have it well burned down if possible as it is very waste- 
ful on coal to have large banks of unburned coal in the 
firebox as this will have to be knocked out into the pit. 
However, he should see that he leaves enough fire to keep 
the flues from leaking and to, get the engine to the round 
house. He should also take care of his flag lamps and see 



30 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

that all tools are in their places. Also that there is sufficient 
water in the boiler. 

Q. 73. Do you understand that the engineer is in full 
charge of the engine and that you are to obey his orders as 
far as are reasonable? 

A. Yes, the engineer is responsible for the performance 
of the engine, and the fireman should be subject to his 
orders at all times. 



Air Brakes — First Series 

Q. 1. What is an automatic air brake? 

A. An automatic air brake is a brake operated by com- 
pressed air. 

Q. 2. How is this compressed air furnished for operating 
this brake? 

A. By the steam-driven air compressor, usually called 
an air pump. 

Q. 3. What would you consider the life of the air brake? 

A. The air compressor is the life of the brake, because 
without the compressor you cannot have a brake. 

Q. 4. What are the other essential parts of the air brake 
besides the pump (or compressor) ? 

A. In addition to the compressor we must have the main 
reservoir, governor, brake valves, gauges, cutout cocks, 
angle cock, hose, piping, triples or distributing valve, brake 
cylinders, and auxiliaries in the absence of the distributing 
valve, conductor's valve, and air signal on passenger. 



FIRST YEAR EXAMINATION 31 

Q. 5. Are there more than one kind of triple valves used 
on locomotives? 

A. Yes. Many of the older classes of locomotives have 
the old type of plain triple with the cutout cock in the body 
of the triple. While the larger and later types of engines 
have the large special, plain triple with % connections. 
Some passenger locomotives have quick action triples on 
the tank. 

Q. 6. What is the purpose of the main reservoir and 
where is it generally located? 

A. The main reservoir is used for the purpose of holding 
a store of air for supplying the equipment. It is necessary 
to have a large volume of air and at a higher pressure than 
the brake pipe in order to assure a prompt release of the 
brakes. Also to supply all auxiliary devices such as sand 
blowers, bell ringers, etc. It is located under the boiler 
or running board on all late engines. 

Q. 7. What pressure is usually carried in the main reser- 
voir? 

A. All the way from 90 to 140 pounds, depending upon 
the class of service and the section of the country the loco- 
motive is working in. 

Q. 8. What is meant by brake pipe pressure and what is 
the difference between main reservoir and brake pipe 
pressure ? 

A. The term brake pipe pressure means the amount of 
air pressure carried in the brake pipe and is usually 20 
pounds less than the main reservoir in running position 
of the brake valve and from 30 to 80 pounds less in lap 
position of the brake valve after an application. 



32 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 9. How much pressure is usually carried in the brake 
pipe? 

A. The amount of air pressure carried in the brake pipe 
varies according to the location and the class of service. 
In freight service in level countries the pressure is generally 
70 pounds, while in mountainous country the pressure may 
be 85 pounds. In passenger service it is common practice 
to carry 70-pounds in slow speed service and from 90 to 110 
in high speed service. 

Q. 10. How should the air pump be started and oiled? 

A. The air pump should be started very slowly with all 
drain cocks open, the pump should be run slowly until 25 
or 30 pounds of air has been obtained in the -main reservoir 
in order to cushion the piston and prevent pounding. It 
should then be run just fast enough to supply the demand. 
The 9y 2 pump should never be run to exceed 140 single 
strokes per minute. The larger pumps should not be run 
so fast as this. 

Q. 11. Where does the air come from that operates all the 
devices such as the bell ringer, sand blower, fire door, 
vjhistle signal, water scoop, etc. ? 

A. All auxiliary devices are operated by main reservoir 
pressure. 

Q. 12. Should the air pump be allowed to run over ash 
pits? 

A. No. Running the pump over ash pits permits the 
ashes and dust to be drawn into the air cylinder, causing 
the valves to become dirty, and sticky. Also causes the 
cylinder to cut. 



FIRST YEAR EXAMINATION 33 

Q. 13. What should be done with the drai.i cocks when 
the pump is stopped at the end of the trip? 

A. All drain cocks should be opened and left open until 
the pump is started again. 

Q. 14. How many positions are there of the old type G. 6 
brake valve, and what are they? 

A. The old type G. 6 brake valve has five positions : full 
release, running, lap, service, and emergency positions. 

Q. 15. How many positions has H. 6 (E. T.) orake valve, 
and what are they? 

A. The H. 6 or' (B. T.) brake valve has six positions: 
release, running, holding, lap, service, and emergency 
positions. 

Q. 16. How is the automatic brake applied and released? 

A. The automatic brake is applied by a reduction in 
brake pipe pressure below the auxiliary pressure and is 
released by raising brake pipe pressure above the auxiliary 
or reducing auxiliary pressure by means of the bleed cock 
below the brake pipe. Thus it will be seen that there is only 
one way of setting an automatic brake, but there are two 
ways of releasing it. 

Q. 17. Does the pump governor control the main reser- 
voir or brake pipe pressure? 

A. The pump governor controls the main reservoir 
pressure. 

Q. 18. Does the pump governor control the speed of the 
pump, if not, what regulates the speed? 

A. No. The governor is not a speed regulator, but a 
pressure regulator. The main steam valve is for the pur- 
pose of regulating the sp§ed. 



SECOND YEAR MECHANICAL EXAMINATION 

Q. 1. Have you made any effort to practice smokeless 
firing? If so, what success have you had? . 

A. Yes, I have practiced smokeless firing and have had 
fairly good success with good coal and the engine properly 
drafted. 

Q. 2. In your opinion, what is the proper way to fire a 
locomotive in order to get the best results? 

A. I would advise firing light and often, keeping my fire 
level, bright and as light as the conditions will permit. This 
depends upon the manner in which the engine is drafted 
and also the methods the engineer adopts in working the 
engine. 

Q. 3. What is the composition of bituminous coal? 
A. Carbon, hydrogen, sulphur, and iron, principally. 

Q. 4. What elements in the coal form together to make 
the clinkers? 

A. Iron and sulphur are the principal clinker-forming 
elements. 

Q. 5. Do you consider smokeless firing practicable? 

A. Not at all times. The methods of preventing black 
smoke is sometimes more wasteful on fuel than the small 
amount of fuel that would be wasted in the form of small 
particles of carbon that would pass away in the form of 

34 



SECOND YEAR EXAMINATION 35 

smoke, owing to its finely divided state a small amount 
of carbon will color a large amount of exhaust steam 
passing out of the stack. 

Q. 6. Describe the cause of the drumming noise that is 
often heard when an engine is standing or switching around 
stations. Should this be avoided? 

A. The drumming noise is caused by the gases combining 
with the air in certain proportions forming an explosive 
compound. This should be prevented if possible, especially 
around stations. This can be done by cracking the fire door 
or closing a damper (if such is in use). 

Q. 7. What is the fireman f s duty when approaching 
stations? 

A. The fireman should try to regulate his fire so as to 
prevent popping. He should also notice all signals in order 
to assist the engineer in avoiding mistakes. 

Q. 8. Describe a locomotive boiler in a general way. 

A. A locomotive boiler is cylindric in form, provided 
with front and back flue sheets, through which the flues are 
made fast at each end, thus acting as stays. The flues also 
serve to conduct the gases and smoke from the firebox to the 
front end or smoke box. The firebox is also considered a 
part of the boiler. A steam dome is provided which fur- 
nishes a suitable place for the standpipe and throttle valve, 
permitting the throttle valve to be placed in the highest 
point, thus assuring dry steam. The boiler also extends 
back and surrounds the firebox on all sides, except the 
bottom. The parts of the boiler being secured to the firebox 
by means of stay bolts. 



36 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 9. How does the wide firebox type differ from the 
narrow and what are the advantages? 

A. The wide firebox affords a much larger grate area, 
hence more heating surface. It generates steam much 
faster. The old narrow type placed down in between the 
axles could not be made to generate steam fast enough to 
supply the large cylinders of today. 

Q. 10. In what manner is the crown sheet supported? 

A. By crown bars on some old types of engines and with 
radial stay bolts on all modern locomotives. 

Q. 11. Describe the locomotive firebox. 

A. The locomotive firebox is composed of a crown sheet 
which is stayed to the top of the boiler. Two side sheets 
stayed to the outside boiler sheets by stays and fastened 
at the bottom to the mud ring. The front flue sheet being 
secured by the flues and the back secured to the back boiler 
head by stays. The grates resting on the trunions which 
are made fast to the sides of the firebox. It is also provided 
with ash pans and dampers. 

Q. 12. What hind of a strain is the firebox subject to? 

A. The firebox having pressure on all sides is subject to 
a crushing strain. 

Q. 13. What are crown bars and what are their dis- 
advantages? 

A. Crown bars consist of two flat bars of iron fastened 
together standing on edge, having their ends resting on the 
shoulder of the side sheets. The crown bolts are then made 
fast to the crown bars. The disadvantage of this method 
of staying is the difficulty in keeping the crown sheet clean. 
They are also hard to repair. 



SECOND YEAR EXAMINATION 37 

Q. 14. Wlvat are the advantages of the radial stay holts? 

A. The radial stay bolts are much easier to keep the mud 
clean from the crown sheet. They are also easier to replace. 

Q. 15. What are the inside and outside sheets secured 
to at the bottom of the firebox? 

A. The inside and outside sheets of the firebox are 
secured to the mud ring, a piece of iron about 4 inches 
square, running around the bottom of the firebox. 

Q. 16. In what manner is the slieets of the firebox sup- 
ported? 

A. The firebox sheets are supported by means of stay 
bolts secured to the outside sheets. 

Q. 17. Describe an ash pan and its use. 

A. Ash pans are made in different shapes to fit the 
modern locomotives, however they are mostly made in 
two sections, usually made sloping. Some of them with 
air slides in the bottom for dumping. The duty of all 
'ash pans is to catch the ashes and fire that fall from the 
grates. They also serve to protect the fire from too much 
cold air. 

Q. 18. What is a wagon top boiler? 

A. A wagon top boiler is one in which the back end of 
the boiler has been raised somewhat higher than the for- 
ward end for the purpose of giving more steam space. 

Q. 19. Why are locomotives provided with steam domes? 

A. Steam domes are placed on locomotives for the pur- 
pose of furnishing a place for the standpipe and throttle 
valve so as to have the throttle valve as high up as possible 
in order to get dry steam. 



38 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 20. What is meant by the circulation in a boiler? 

A. When the water is injected into the boiler at the for- 
ward end, it being heavier than the hot water in the boiler, 
it falls to the bottom and travels backward. The water that 
has come in contact with the sheets becomes heated, raises 
to the top and travels forward. Hence the water is moving 
all the time. 

Q. 21. What are flues and what are their uses? 

A. Flues are usually 2-inch tubing, rolled and expanded 
in the front and back flue sheets. Their duty is to carry 
the gases and smoke from the firebox to the front end. 
They also increase the heating surface as the heat is im- 
parted to the water that surrounds the flues. 

Q. 22. Would it be good practice to put water into the 
boiler after it had become heated? 

A. No. "Water never should be put into the boiler after 
it has become so low that the water level cannot be located. 

Q. 23. What would be the result if the firebox sheets 
became overheated? 

A. This would very likely cause the stay bolts and joints 
to leak and sometimes they will cause the sheets to bulge 
and it is very dangerous. 

Q. 24. What would be the effect if the mud ring became 
filled with mud? 

A. Allowing the mud ring to become filled with mud very 
often causes mud burning. 

Q. 25. How are the firebox sheets prevented from becom- 
ing overheated? 

A. By having water surrounding and in direct contact 
with the sheets at all times. 



SECOND YEAR EXAMINATION 39 

Q. 26. Why are the boiler checks placed so far ahead on 
the boiler? 

A. In locomotive boiler feeding it has always been the 
practice to deliver the water as far away from the direct 
heating surface as possible so as not to have the cold water 
come in contact with the direct heating surface, causing 
them to crack. It is also intended to assist circulation. 

Q. 27. What part of the boiler has the most pressure per 
square inch? 

A. The mud ring. The lowest part of the boiler has the 
same amount of steam pressure per square inch as any 
other part, plus the added weight of the water. 

Q. 28. What are the advantages of the extension front 
end? 

A. The advantage of the extension front end is that it 
provides more space for the large volume of gases and 
serves as a depository for the sparks. It also furnishes 
ample room for placing the modern appliances. 

Q. 29. What is the advantage of the hollow stay bolts? 

A. The hollow stay bolts act as a register, indicating 
when one is broken or even cracked by letting steam pass 
out of the small hole in the end. 

Q. 30. What is the purpose of having the exhaust steam 
pass out through the stack? 

A. The exhaust steam passing out through the stack 
forms a partial vacuum in the front end for the purpose 
of creating a draft on the fire. 



40 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 31. What causes the engine to tear holes in the fire? 

A. Too strong a draft. This may be due to the nozzle 
being too small or bridged. Sometimes carrying too light 
a fire for the work to be performed may cause this, also 
carrying too heavy a fire in one part of the firebox and too 
light in others. 

Q. 32. What are the adjustable draft appliances in the 
front end of a locomotive ? 

A. The diaphragm plate, the nozzle tip, the petticoat 
pipe and sleeve where such is used. 

Q. 33. Explain how you would regulate the draft with 
the diaphragm plate and other draft appliances? 

A. By raising the diaphragm plate the draft is increased 
through the upper flues and back end of firebox. Lowering 
the diaphragm increases the draft through the lower flues 
and front end of firebox. Raising the petticoat pipe and 
lowering the sleeve increases the draft all over the fire, 
while lowering the petticoat pipe and raising the' sleeve 
reduces the draft all over the fire. If the diaphragm plate 
is up as high as it will go and the draft is still not hard 
enough at the back end, raise the petticoat pipe, reducing 
the opening in' the nozzle will increase the draft, while 
enlarging it will reduce the draft all over the fire. 

Q. 34. In the event of the steam issuing strongest from 
one side of the stack what does it denote? ■ 

A. This denotes that the stack and nozzle is not in line 
with each other, therefore one or the other needs to be 
changed. This may also be caused by the petticoat pipe 
being loose or out of line. 



SECOND YEAR EXAMINATION 41 

Q. 35. What will be the effect of a leaky steam pipe in 
the front end f 

A. Any steam that is allowed to escape into the front 
end has the effect of destroying the vacuum, thus affecting 
the steaming of the engine. 

Q. 36. What causes a red fire? 

A. A red fire indicates an insufficient supply of oxygen 
which may be caused by clinkers or improperly drafted 
engine. Steam leaks in the front end will cause this (the 
latter is generally the cause). 

Q. 37. What causes a pull on the fire door? 

A. This is due to lack of air coming in through the grates, 
indicating clinkers. Just as long as sufficient air is admitted 
through the grates there will be no pull on the door. 

Q. 38. In the event of popping off, is it good practice to 
open the fire door to prevent it, or are there better methods 
that can be practiced? 

A. The method of opening the fire door to prevent pop- 
ping is bad practice. Dropping dampers, if such are in use, 
using injectors, or blowing steam back into tank, is more 
economical. 

Q. 39. Describe the action of the injector. 

A. The injector acts on the principle of induced current, 
therefore, regardless of the class of injector that is being 
used, when the priming valve is opened, a light current 
of steam passes through the injector and out to the at- 
mosphere, through the overflow. This induces any air or 
steam that may be in the injector to join in and pass out 
also, thus causing, a partial vacuum to be formed in the 
injector. The atmospheric pressure on the water in the tank 



42 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

forces the water up into the injector and out of the over- 
flow. The injector is then primed. The main steam valve 
is opened, the increased volume of steam coming into con- 
tact with the water in the combining tube, thence passing 
through the condensing tube where the steam is all con- 
densed, then through the forcing tube where the stream 
of water attains its maximum velocity which gives it suf- 
ficient momentum to raise the boiler check and pass into the 
boiler. However, with some makes of injectors, during 
priming, the steam does not pass through the combining 
and condensing tubes; for example, with the screw mon- 
itor, the steam does not come in contact with the water 
until it reaches the overflow. (See answer in third year's.) 

Q. 40. Name the parts of a lifting injector. 

A. A lifting injector must have a priming valve and 
main steam valve, overflow valve and four tubes on the 
inside. Steam lifting nozzle, combining, condensing and 
delivery or forcing tube, a line check is also provided in the 
front part of the injector, also some device for securing 
the overflow valve in closed position in order to make a 
heater in cold weather. 

Q. 41. What is the difference between the lifting and non- 
lifting injector? 

A. A lifting injector is placed above the highest point 
of the water level and is provided with a lifting apparatus 
for lifting the water. While the nonlifting injector' is 
placed below the water level and only requires a forcing 
apparatus, the water flowing to the injector by gravity. 

Q. 42. How wonld you start an injector? 

A. This question is answered in detail in question thirty- 
nine. 



SECOND YEAR EXAMINATION 43 

Q. 43. Will an injector work with a leak between the 
injector and tank? 

A. This depends upon the amount of the leak If the 
leak is very heavy it will not, as the air passing in will de- 
stroy the vacuum; causing the injector to refuse to work. 

Q. 44. Will an injector prime with a leak referred to in 
previous question? 

A. It may or may not. This depends on the extent of 
the leak or whether the leak is below the water level or not. 

Q. 45. Name some of the most common causes for in- 
jectors failing to work. 

A. There are a great many causes for injectors failing, 
however some of the following are the most common in 
every day practice. Obstruction in the tank hose or 
strainer. This may be due to collapsed hose lining or the 
hose kinked. Tank valve closed or obstruction around the 
tank valve. Leaks between the tank and injector. Ob- 
struction in the injector tubes or valve disconnected inside 
the injector. Tubes worn, loose or out of line. Injector 
not receiving sufficient steam. Water too hot, due to a 
leaky steam valve or check valve. Boiler check stuck. In 
cold countries, the man hole cover frozen up preventing 
the air from getting into the tank, overflow pipe frozen up. 

Q. 46. Suppose the injector primes readily but breaks 
when the steam is turned on full. Where would you look 
for the trouble? 

A. This may be due to several things. An injector may 
start and prime all right in the event the boiler check is 
stuck in closed position. Also an obstruction in the con- 
nection between the tank and injector or leaks between the 



44 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

engine and tender. It must also be borne in mind that an 
obstruction in some of the tubes will not prevent the in- 
jector from priming. Injector getting enough steam to 
prime but not enough to force. Always make sure there is 
water in the tank and thakyou are getting enough steam. 

Q. 47. If the injector tvould not prime where would you 
look for the trouble? 

A. First, see that there is water in -the tank. Next see 
that the tank valve is open and that the overflow valve is 
open, also that the injector is really getting steam and 
water. In some cases, see that the siphon cock is closed on 
the tank valve. 

Q. 48. Will an injector prime if the boiler check leaks 
badly? 

A. No. Because this will allow the water in the tank 
hose to become heated so that the injector cannot raise the 
water. 

Q. 49. In the event of the water becoming too hot, what 
can be done to overcome the trouble? 

A. When standing still, take down the tank hose and let 
the water out, then couple up and the injector will usually 
start. If this happens while running, close the overflow 
valve and open the main steam valve. Force the hot water 
back into the tank, then open the overflow and the injector 
can be primed. . - 

Q. 50. Will an injector work if the air cannot get in the 
tank above the water? 

A. No. Atmospheric pressure is what raises the water up 
to the injector, while it is true that we hear the remark 
made often about the injector sucking up the water, how- 



SECOND YEAR EXAMINATION 45 

ever that is not the case. The water is forced up by the 
atmospheric pressure on top of the water. 

Q 51. What would be the effect if the water in the tank 
became too hot? What should be done? 

A. It should be borne in mind that the temperature at 
which "water boils depends upon the pressure it is subjected 
to. In attempting to prime an injector with water that 
is too warm as soon as a partial vacuum is formed above 
the water in the tank hose, the water may start to boil, 
giving off steam which passes up into the injector and pre- 
vents it from lifting the water. Replenishing the tank with 
cold water or reducing the steam pressure w T ill overcome the 

trouble. 

*■ 

Q. 52. How would you use the heater? 

A. By closing the heater valve and cracking the steam 
valve lightly, allowing a small amount of steam to pass back 
into the tank hose. 

Q. 53. In the event of an obstruction in the delivery tube 
would that affect the priming of the injector? 

A. No. The delivery tube is not called upon to perform 
any service in priming. 

Q. 54. If the tubes become obstructed how can the ob- 
struction be removed? 

A. By removing the main steam valve and inserting a 
wire in through the tubes. 

Q. 55. Why is it that engines leak so often while cleaning 
the fire? 

A. This is due to the improper use of the injector and 
blower, causing sudden contraction of the flues and sheets. 



46 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 56. What would you consider the proper way to fill 
the boiler with water while in the hands of the hostler? 

A. The boiler should be filled with water while the fire 
is bright and the blower should be kept going in order to 
hold up the temperature. 

Q. 57. Why does putting a large quantity of water in 
the boiler, while the throttle is shut off, cause the flues to 
leak? 

A. When the throttle is shut off the force draft on the 
fire stops, therefore, the temperature falls, causing con- 
traction and the cold water entering at the forward end 
falls on account of being heavier than the hot water. It 
travels backward, comes in contact with the flue sheets, 
causing them to leak. 

Q. 58. At 200 pounds pressure on the crown sheet of a 
locomotive per square inch, what will be the pressure per 
square foot? 

A. There are 144 square inches in one square foot, there- 
fore, 200 multiplied by 144, equals 28,800 pounds to the 
square foot. 

Q. 59. What is the total pressure on a crown sheet 10 
feet by 5% feet wide ? 

A. 10 feet multiplied by 5% feet equals 55 square feet 
in the crown sheet ; therefore 55 multiplied by 28,800 equals 
1,584,000, total weight on crown sheet. 

Q. 60. What is meant by direct and indirect heating sur- 
face of a locomotive? 

A. Direct heating surface is the parts of the firebox that 
the fire comes in direct contact with, such as the crown 



SECOND YEAR EXAMINATION 47 

sheet, side sheets, back and front end sheets. Indirect heat- 
ing surfaces are the parts that the heat comes into contact 
with in an indirect manner, such as flues and front flue 
sheet. 

Q. 61. Should an engine ever be slipped to get the water 
out of the cylinders when starting out. 

A. No. This is very bad practice and is likely to cause 
damage to the engine. Such as breaking packing rings, 
bending the piston rod or main rod, knocking out cylinder 
heads or bursting the steam chests. 

Q. 62. What does it indicate when the smoke trails bach 
over the train when the engine is shut off? 

A. This indicates poor judgment on the part of the fire- 
man, due to the fact that he has green coal in the fire-box 
that has recently been put in. 

Q. 63. What should be observed before shaking grates 
or dumping ashpans where there is any liability of fire fall- 
ing out? 

A. The engine crew should see that there is no material 
that is liable to catch fire. 

Q. 64. Which would, you consider the most practical on a 
long run when the fire becomes very dirty, stop and clean 
the fire or proceed with the fire in dirty condition? 

A. If the distance is very far the most satisfactory way 
would be to stop and clean the fire. 

Q. 65. What attention should the fireman give to cab 
lamps, signal lamp oil cans, lanterns and all other supplies 
and tools that come under his observation? 

A. It is the duty of the fireman unless provided for by 
some special agreement, to see that all lamps, lanterns, oil 



48 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

cans, tools and supplies are on the engine and in perfect 
condition. 

Q. 66. What is a Lubricator? 

A. A Lubrictor is an apparatus placed on some high part 
of the boiler head in the cab, with piping attachments to 
the air pump, steam chests or cylinder caddies for the pur- 
pose of carrying oil to- the valves and cylinders while run- 
ning or standing, and works on the Hydrostatic plan (from 
the weight of a body of water) . 

Q. 67. If the sight feed gets stopped up, how can they 1 
be cleaned out? 

A. In the event of the sight feed becoming stopped up 
by shutting off the other feeds, water valve and steam 
valve to boiler, drawing some water from the lubricator, 
then with the feed valve on the stopped up side open, you 
should be able to back the obstruction out into the oil reser- 
voir by opening the engine throttle, 

Q. 68. How should a lubricator be regulated while stand- 
ing in a side track or at stations? 

A. The feeds of the two sides of the engine should be shut 
off. On some types of lubricators, there is a cut-out valve 
for this purpose. 

Q. 69. How many drops are there in a pint of oil? 

A. Six thousand five hundred (6,500). 

Q. 70. If you- were running, feeding five drops per min- 
ute to each valve and one to the pump, how many hours 
could you run on a pint of oil? 

A. Feeding five drops to each cylinder and one drop to 
the pump would be eleven drops per minute, which would 



SECOND YEAR EXAMINATION 49 

mean 660 per hour. Hence, 6.500, which is the number of 
drops in a pint, divided by 660, equals 956, nine hours and 
fifty-six minutes, nearly ten hours. 

Q. 71. What is the fireman's duty on arrival at a terminal? 

A. The fireman should see that his fire is in proper con- 
dition to hold the engine until the hostler takes charge. 
He should see that there is sufficient water in the boiler and 
that all tools, lamps and supplies are in their places, take 
in his flags and blow out his lamp. 

Q. 72. Are clean flues and good working grates of any 
benefit to the fireman? 

A: By all means. The fireman should not leave without 
having his grates and fire in good condition. 

Q. 73. How would you clean out a stopped up choke in a 
lubricator? 

A. By shutting off the steam so as to reduce the pressure 
on the lubricator side of the chokes, then backing the steam 
up from the steam chest. If this fails it will have to be 
taken out and cleaned. 



Second Year Examination on Air Brakes 

Q. 1. Why is the present air brake called an automatic 
brake? 

A. Our present brake is called an automatic brake because 
it is self operative. That is, in the event of the train part- 
ing hose bursting, the brakes will apply and stop the train 
without the aid of the crew. 



50 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 
Q. 2. Where is the compressed air stored? 

A. The compressed air is stored in the main reservoir 
on the engine, and might be said to be stored in all parts 
where air is carried. 

Q. 3. Where does the main reservoir pressure begin and 
end? 

A. Main reservoir pressure begins on top of the dis- 
charge valves at the pump, and ends on top of the rotary 
valve, and on the main drum side of the feed valve. It 
also extends to the red hand of the air gauge, pump gov- 
ernors, and to all valves operated by main drum pressure. 

Q. 4. What is excess pressure? 

A. Excess pressure is the amount of air in the main res- 
ervoir above the brake pipe at all times. 

Q. 5. Why is it important that all air brake apparatus be 
kept tight and free from leaks? 

A. Because leaks, especially from the brake pipe, inter- 
fere with the good judgment of the engineer in making a 
stop. Leaks also cause extra labor on the pump and may 
cause emergency during service reductions. 

Q. 6. What kind of oil should be used in the air cylinder 
of the pump? 

A. The best oil that you have on the engine. Engine oil 
should never be used. 

Q. 7. Row should the air pump be started? 

A. The air pump should be started with the drain cocks 
all open ; the pump should be run slow until 25 or 30 pounds 
of air have been obtained, in order to cushion the pistons. 



SECOND YEAR EXAMINATION 5l 

The speed should then be increased to where it will main- 
tain the pressure, but not to exceed 140 single strokes per 
minute. 

Q. 8. How is the automatic brake applied and released? 

A. The automatic brake is applied by a reduction in brake 
pipe pressure below the auxiliary and it is released by rais- 
ing the brake pipe pressure above the auxiliary, or reducing 
the auxiliary below the brake pipe pressure. 

Q. 9. Name the positions of the E. T. No. 6 automatic 
brake valve. 

A. Release, running, holding, lap, service and emergency 
positions. 

Q. 10. Name the position of the independent brake valve. 

A. Release, running, lap, slow application and quick ap- 
plication positions. 

Q. 11. Name the positions of the old G. 6 brake valve. 

A. Full, release, running, lap, service and emergency 
positions. 

Q. 12. Where should the handle of the brake valve be 
while running along the roadf 

A. The handle of the brake valve should be carried in run- 
ning position when not in use, while the train is in motion 
and should not be tampered with or moved except when 
necessary to use it. 

Q. 13. What pressure does the black hand on the air gauge 
show? The red hand? 

A. The black hand on the gauge registers brake pipe pres- 
sure, while the red hand registers main reservoir pressure. 



52 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 14. What is the duty of the auxiliary reservoir? 

» 
A. the duty of the auxiliary is to hold a supply of air for 

setting the brake on that particular car or engine. 

Q. 15. What duty does the brake pipe perform? 

A. The brake pipe serves the purpose of connecting all the 
cars together, also conveys the air to the triples for charg- 
ing and to the brake valve for setting the brakes. 

Q. 16. What is the duty of the brake cylinder? 

A. The duty of the brake cylinder is to receive and hold 
the air that operates against the piston in setting the brakes. 

Q. 17. Why is excess pressure necessary? 

A. Excess pressure is necessary in order to assure a 
prompt release of the brakes and to assist in recharging the 
equipment. It also supplies all auxiliary devices, such as 
bell ringers, sand blowers, straight air brakes, etc. 

Q. 18. What is the purpose of the cut-out cock under the 
brake valve? 

A. The cut-out cock under the brake valve is for the 
purpose of cutting that brake valve out of service in case 
of double heading. 

Q. 19. How should the handle of the cut-out cock stand 
when closed? Suppose there is no handle on it, how can 
you tell if it is closed or open? 

A. The handle of all cut-out cocks should stand parallel 
with the pipe ; in the absence of a handle the groove in the 
plug indicates the position of the valve. 



SECOND YEAR EXAMINATION 53 

Q. 20. What is the duty of the angle cock and how should 
it stand when closed? 

A. The angle cock is for the purpose of closing the end 
of the pipe and should always stand at right angles to the 
pipe when closed. 

Q. 21. How should brakes be bled off? 

A. In bleeding off a brake the bleed cock should only be 
held open until the triple moves to release position. 



THIRD YEAR MECHANICAL EXAMINATION 

Q. 1. What are an engineer's duties before taking a loco- 
motive from the round house? 

A. The duties involved upon the engineer vary some- 
what, depending upon the road he is employed on, as some 
roads require the men to take the locomotive out of the 
round house. If so, they must see that the jacks clear the 
stack and blocks are removed and doors open and turn table 
lined up befove moving the engine. However, aside from 
this work it is the duty of the engineer to inspect the bulle- 
tin board, books, and the work report, compare time with 
standard clock. On arriving at the engine he should first 
inspect the water level by trying the gage cocks and water 
glass and see that they are working properly. He should 
then examine the firebox in order to see that there is no 
serious leak. 

He should then see that his lubricator is full and pro- 
ceed to start the pump. If he has full head of steam the 
injectors should be tested. He should also know that he has 
all the necessary tools, oils, and supplies for making the 
trip, such as tank full of water, sand box full of sand. When 
full air pressure is obtained, test the sand blower, bell 
ringer, air door, ash pan, slides, see that the gauges register 
the proper pressure and that the governor feed valves and 
brake valves are working properly. He should know that 
the head light is 0. K. and steam heat apparatus is in order 
if needed. Test the brakes thoroughly, blow out the air 
hose, then proceed to oil around and while doing so, he 
should inspect all parts of the engine such as nuts, bolts, 

54 



THIRD YEAR EXAMINATION 55 

springs, hangers, loose tiers, cracked or broken flanges, 
loose wheels. While passing around front and back of en- 
gine he should examine the uncoupling rods and casting. 
Also the hose couplings. See that the pilot and castings 
are the proper height, paying special attention to all the 
safety appliances, steps, grab irons and rods. The engineer 
should never leave the round house until he is satisfied that 
everything about the engine is in condition to make the 
trip successfully. 

Q, 2. What are the duties of the engineer before leaving 
the yard with, his train? 

A. The engineer should know that his air pump will 
charge up the train in the proper time, and also that he has 
sufficient percentage of brakes to control the train, and that 
the brakes are working properly. 

Q. 3. What tools should there be on the engine? 

A. All tools listed by the company. But under no circum- 
stances should an engine leave the terminal without suffi- 
cient tools for disconnecting the engine in case of break- 
downs. 

Q. 4. What examination should be made by the engineer 
after any repairs have been done, such as valves faced, pack- 
ing rings put on piston valve, or brasses reduced? 

A. In the event of valves being faced on slide valves or 
rings replaced on piston valves, the engineer should examine 
to see that everything is coupled up properly. Give the 
engine steam and move the reverse lever back and forth 
several times to see that there is no obstruction. Also see 
that there are no leaks around steam chest or pipes. Where 
brasses have been reduced, he should see that it is not too 
tight and that it is well lubricated, watching it closely for 
a while. See that the set screws are tight before starting. 



56 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 5. What attention should be given to boiler attach- 
ments, such as gauge cocks and water glasses? 

A. Gauge cdcks and water glasses should be blown out 
thoroughly each trip ; particular attention should be given 
to see that the water moves up and down in the water glass 
and register with the gauge cocks. They should also be re- 
moved once each month and' cleaned thoroughly with acid. 

Q. 6. Trace the steam from the boiler to the atmosphere 
and explain how it transmits power to the locomotive. 

A. The steam is generated around the heating surfaces of 
the boiler, raises to the highest point, the steam dome, when 
the throttle valve is opened. The steam passes through into 
the stand pipe, thence through the dry pipe, nigger head, 
steam pipes, through the steam passages in the cylinder 
saddle, through supply ports, into the steam chests. When 
the valve moves in either direction, the steam flows into the 
cylinder through the admission ports, where it exerts its 
expansive force against the piston, which in turn is trans- 
mitted to the piston rod, cross head, main rod, and pin. 
The pin being set out of center, causes the wheel to revolve. 
On the return movement of the valve the. steam is exhausted 
out through the same admission port, if a slide valve, 
through the exhaust cavity in the valve, through the ex- 
haust port in the seat, the passage way in the cylinder 
saddle, exhaust stand, tip petticoat pipe, sleeve and stack- 
to the atmosphere. If on a piston valve, the exhaust takes 
place past the end of the valve (inside admission). 

Q. 7. Why is it so important that the smoke box door 
seams and joints be kept tight? 

A. This is due to the fact that any leakage from the at- 
mosphere into the smoke box will have the effect of destroy- 



THIRD YEAR EXAMINATION 57 

ing the vacuum, thus effecting the steaming of the engine. 
It is also apt to cause the sparks in the front end to burn, 
warping tht sheets. 

Q. 8. How should a locomotive be started to avoid jerks? 

A. The reverse lever should be placed at full stroke with 
cylinder cocks open if necessary, and permissable. The 
throttle should be opened so as to start the train gradually, 
endeavoring to start one car at a time, always noting that 
the way is clear, and switches set. 

Q. 9. If necessary to take the slack, how shoidd it be done? 

A. The slack should be. taken on the entire train, if nec- 
essary, hand brakes should be used at the rear. The engine 
should then be started gradually, starting one car at a time. 

Q. 10. How can the slack be taken on a passenger train 
on a grade with an E. T. brake? 

A. Place engine in back motion and work steam holding 
independent valve in release. Then apply the automatic 
until train is stopped, put reverse lever in forward motion 
and release brakes slowly with engine throttle open. 

Q. 11. What signals shoidd always be looked for after 
a train has been started? 

A. The engineer should always look for signals from the 
rear, denoting that the rear has started also. 

Q. 12. After a locomotive has been started, how can it be 
run most economically? 

A. In order to get the best results the engineer should 
work the reverse lever and throttle in such a manner as to 
get the best service from the engine. He should be gov- 
erned by the class of service and the location of the road, 



58 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

always working the steam as expansively as possible. 
In order to do this it will be necessary to work the engine 
at as short a point of cut-off as possible. 

Q. 13. What is meant by working steam expansively? 

A. By hooking the reverse lever up, thus shortening the 
travel of the valve steam is admitted*to the cylinder during 
a part of the stroke when it is then cut off, allowing it to 
expand until exhaust takes place. 

Q. 14. How rapidly should water be supplied to a boiler? 

A. In ordinary thorough work, the water should be sup- 
plied to the boiler in keeping with the manner in which it 
is being used. However, in local and switching service the 
water should be supplied a little at a time, making sure 
that the fire is kept bright and at a high temperature. 
Water should not be supplied to the boiler on starting out 
after a stop too quickly. 

Q. 15. What is the difference between priming and foam- 
ing in a boiler? 

A. Priming is where the water has been permitted to 
raise too high in the boiler, due to over-pumping, hence 
some of the water may pass over into the dry pipe in the 
form of a spray to the cylinders. While foaming is due to 
some substance in the water starting a violent agitation, 
causing bubbles to form all through the water, thus regis- 
tering a much higher water level than there really is, as 
the water is not solid when foaming. 

Q. 16. What would you do in case of foaming? 

A. The first thing to be done when an engine foams badly 
is to open the cylinder cocks. Ease on the throttle and en- 
deavor to locate the true water level. In some cases it may 
be well to increase the lubrication. 



THIRD YEAR EXAMINATION 59 

Q. 17. What would you do in case of priming? 

A. Open the cylinder cocks. Ease off on the throttle and 
increase the lubrication ; if necessary, shut off the injector, 
use the blow off cock, if required, and the location per- 
mitted. 

Q. 18. What danger is there when the water foams badly? 

A. There is danger of burning the boiler, knocking out 
the cylinder heads, bursting steam chests, bending piston 
or main rods, destroying lubrication and breaking packing 
rings on piston. 

Q. 19. What danger is there when a boiler primes badly ? 

A. There is danger of knocking out cylinder heads, burst- 
ing steam chests, bending piston rods or main rods, breaking 
packing rings and destroying lubrication, (also stalling). 

Q. 20. If upon closing the throttle the water dropped out 
of sight in the glass, what should be done? 

A. In the first place, when there in any serious doubt in 
regard to the water level, the throttle should never be en- 
tirely closed. However, in the event of such a thing hap- 
pening, the reverse lever should be hooked up in the center 
and the throttle opened again and endeavor to locate the 
water by the use of the gauge cocks and the lower pet cock 
to the water glass. If the water cannot be located the in- 
jectors should be shut off and the fire either dumped or 
covered. 

Q. 21. What work about an engine should the engineer do? 

A. The engineer should set up the wedges, key his rods, 
in fact, he should do all work necessary in order to assure 



60 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

a successful trip, especially at outlying points or on the 
line of road. 

Q. 22. How should the work of setting up the wedges be 
done f 

A. Wedges should be set up while the engine is hot. 
Place engine on the forward top eighth, with the lever in 
forward motion; block the engine truck or tank and open 
throttle lightly in order to move the boxes up against the 
shoes. Now set the wedges up just as tight as they can be 
set. Then pull them down about one eighth. However, 
where a common S. wrench is used it is, not necessary to pull 
them down. 

Q. 23. How should the side rods on six or eight wheel 
connected engines be keyed up? 

A. In keying up side rods on any locomotive, the engine 
should be placed on the dead center on a level straight 
track. "With the wedges properly adjusted, key main con- 
nections first ; in the event of the middle connection having 
two keys, drive one key out then drive the other down just 
as far as it will go and mark it flush with the strap. Next 
drive that key out and drive the other down as far as it 
will go and mark it flush with the strap. Now drive it out 
and drive both keys in at the same time, so that the mark 
on the keys will be the same distance from the strap when 
the brass is properly adjusted. 

. Q. 25. Why is it necessary to place an engine on the dead 
center while keying up side rods? 

A. In order not to change the length of the rods, or so 
as to key the pin centers the same distance apart as the 
axle centers. 



fHIRD YJ5AR E^MINATION 61 

Q. 25. What is the necessity of keeping the brasses keyed 
up properly? 

A. Because if there is much lost motion the rods will 
pound and cause the bearings to run hot. It may also cause 
the brasses to break. Nuts and bolts to work loose. 

Q. 26. What is meant by an engine out of tram? 

A. When the axle is not at right angle with the frame, 
or the axle centers are not the same distance apart on both 
sides. 

Q. 27. What are the indications of wheels being out of 
tram? 

A. This usually is indicated by flanges cutting on one side. 

Q. 28. Describe a piston valve. 

A. A piston valve as used in locomotive service is a spool 
shaped valve provided with packing rings on each end, and 
a cavity in the middle, working in a tight fitting bushing. 

Q. 29. What is a balanced slide valve? 

A. A balanced slide valve is a D shaped valve, having its 
upper surface protected from live steam. 

Q. 30. How is it balanced, and why? 

A. The valve is balanced by means of springs, strips 
and balancing plate. By this means the live steam is not 
permitted to reach the top of the valve. The object is to 
reduce the friction, thus making the engine easier to handle, 
more proficient in her work, will wear longer, and require 
less lubrication. 



62 TREATISE ON THE LOCOMOTIVE AND AlR BRAKES 

Q. 31. What is meant by inside and outside admission 
valves ? 

A. An inside admission valve is a valve that admits steam 
to the cylinder, past the inner edge of the valve and ex- 
haust, past the outer edge, while an outside admission valve 
admits past the outer edge of the valve and exhaust, 
through a cavity in the middle. 

Q. 32. What is the relative movement of the piston and 
valve at the beginning of the piston stroke for inside and 
outside admission valves? 

A. The inside side admission valve moves in opposite di- 
rection to the piston, while the outside admission valve 
moves in the same direction at the beginning of the piston 
stroke. 

Q. 33. What is the difference in valve motion for inside 
and outside admission valves t 

A. The difference is in the position of the eccentric on 
the axle or the class of rocker arm used. For example: 
Suppose you* were changing an outside admission slide 
valve having indirect motion, with the forward eccentric 
following the pin 90 degrees less the lap and lead to a piston 
valve inside admission. There are two ways you could do 
this. Change the eccentrics and leave the rocker arms, or 
change the rocker arms for a U shaped arm, making it di- 
rect motion. 

Q. 34. What is a direct motion valve gear? 

A. A valve gear where the valve moves in the same direc- 
tion as the eccentric which is controlling it. 



THIRD YEAR EXAMINATION 63 

Q. 35. What is an indirect valve gear? 

A. A valve gear that moves in opposite direction to the 
eccentric. 

Q. 36. What is lead? 

A. Lead is the amount the admission port is open at the 
completion of the piston stroke, sometimes called pre-ad- 
mission. 

Q. 37. What is the purpose of lead? 

A. Lead is for the purpose of making the engine quicker. 
It also acts as a cushion for the piston. 

Q. 38. What is outside lap? 

A. Outside lap is the amount the outside or steam edge 
of an outside admission valve overlaps the outside edge of 
the admission port when the valve is centered over its seat. 

Q. 39. What is the purpose of outside lap? 

A. Outside lap or steam lap enables steam to be worked 
expansive. 

Q. 40. What is meant by exhaust lap? Exhaust clearance? 

A. Exhaust lap is the amount the exhaust edge of the 
valve laps over the inside edge- or exhaust edge of the ad- 
mission port when the valve is centered over its seat. Ex- 
haust clearance is the amount the exhaust edge of the valve 
fails to cover the exhaust edge of the admission port when 
the valve is centered over its seat. 

Q. 41. What benefit is to be derived from the use of the 
exhaust lap? 

A. The steam can be held in the cylinder longer, work- 
ing it more expansive ; clearance has the opposite effect. 



64 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 42. With direct valve motion and outside admission 
valve, what ivould he the position of the eccentric on the 
axle, relative to the crank pin, also with indirect valve gear 
outside admission valve? 

A. With direct valve gear outside admission the forward 
motion eccentric leads the pin 90 degrees plus the lap and 
lead. "With indirect valve gear outside admission, the for- 
ward eccentric follows 90 degrees minus the lap and lead. 

Q. 43. With direct valve gear inside admission, what will 
be the relative position of the eccentric to the pin? Also in- 
direct? 

A. With direct inside admission, the forward motion will 
follow the pin 90 degrees minus the lap and lead. The 
same as the indirect outside. With indirect, the forward 
motion will lead the pin 90 degrees plus lap and lead, same 
as the direct outside. 

Q. 44. What effect ivould be produced upon the lap and 
lead by changing the length of the eccentric rods? 

A, Changing the length of the eccentric rods would not 
effect the lap in any way because the lap is a part of the 
valve and cannot be changed, except by altering the valve 
or ports. However, it would effect the lead, inasmuch as 
what you decreased the lead on one port you would increase 
it on the other. In other words, you will equalize the lead. 

Q. 45. Why are eccentric rods made adjustable? 

A. Eccentric rods were made adjustable for the purpose 
of equalizing the travel of the valve over its seat in setting 
the valves. (This is not common practice.) 



THIRD YEAR EXAMINATION 65 

Q. 46. What is piston rod packing and where is it located? 

A. Piston rod packing is metallic rings put up in sets, 
placed around the piston rod in the stuffing box. 

Q. 47. How are the metallic rings held in place? 

A. Metallic rings are held in place in some cases by being 
placed in a cone shaped cup with a spring to keep it in 
place. In other makes of metallic packing the rings are in 
sections and held in place by a spiral spring with T ring 
and ground joints, rings on each side. 

Q. 48. What are cylinder packing rings, and where are 
they located? 

A. Cylinder packing rings are located around the piston 
in the cylinder, usually made of cast iron. 

Q. 49. In case a locomotive in your care becomes disabled 
out on the road, what should be done? 

A. The first thing to be done in this and all other cases 
of breakdown out on the line is to protect against all trains 
without delay. The officer in charge should be notified. 
Next proceed to put the engine in condition to be towed in 
or make the necessary repairs. 

Q. 50. What should be done if a blow-off cock breaks off 
or when it will not close or a wash-out plug blown out? 

A. In case a blow-off cock breaks off or will not close, or 
a wash-out plug blown out on the road, the first thing to be 
done is to protect the engine from burning by putting on 
both injectors and banking the fire. It is understood, of 
course, that all possible efforts will be made to get the blow- 
off cock closed, if stuck open. However, there is not much 
chance of saving the engine unless another plug can be 
found and the boiler refilled. 



66 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 51. What should be done if the grates were broken or 
burned out? 

A. This depends entirely upon what class of an engine 
the accident happens to. If it is an old shallow pan, broken 
grates can be blocked up. While if it is a deep pan, in either 
case of burning or broken, they will have to be bridged 
over with plates of some kind. If they are entirely gone, 
clean out all the fire and be towed in dead. 

Q. 52. What precaution should be taken to prevent an 
engine from throwing fire? 

A. Keep the coal well wet down. Work the engine as 
light as possible. Avoid slipping the engine, admitting 
some air above the fire will prevent throwing fire to some 
extent. The nutting should be examined for holes at first 
opportunity. 

Q. 58. What shoidd be done with a badly leaking or burst 
flue? 

A. Since the new boiler laws came into effect the old 
methods of plugging flues are out of the question. There- 
fore, unless the hollow plugs and rod can be secured you are 
not permitted to plug one or more flues in both ends with- 
out tieing them together with a rod, passing from one end 
to the other with nuts on both ends. 

Q. 54. How would you determine a cylinder packing 
blowing while running from a valve or strips on a slide 
valve engine? 

A. A cylinder packing blow will blow hardest at the 
beginning of the stroke and diminish toward the latter part 
of the stroke, disappearing entirely just before the comple- 
tion of stroke (during compression). 



THIRD YEAR EXAMINATION 67 

Q. 55. How would you make a test for cylinder packing 
while standing f 

A. Place engine on quarter, cover the ports by plumbing 
the rocker arm on Stevenson or lap and lead lever on Wals- 
chaert. Set the brakes and block front cylinder cock open, 
then admit steam into the opposite end of cylinder (back 
end) and note if steam shows at front cylinder cock, if so, 
close the front cylinder cock and open the back. Change 
the reverse lever and admit steam into front, and note if 
steam shows' at back cylinder cock, which will denote leak- 
ing packing rings. It should be borne in mind that here is 
where the power is developed, therefore, cylinder packing 
should be inspected very carefully. 

Q. 56. How could a Mow behveen the main slide valve 
and the strips be determined while running? 

A. The symptom of main valve blowing is as follows: 
The blow will be constant, usually in the form of a roar, 
changing somewhat with the stroke, while the strips will 
cause a constant light whistling sound. 

Q. 57. How would you locate which side the blow is on? 

A. Place engine correctly on quarter on side to be tested, 
open throttle, cover ports, noting if steam shows at cylin- 
der cocks. If so, it denotes valve blowing. To test for 
strips move lever back and forth several times with steam 
in the chests, noting just how hard the valve moves. Then 
change the position of the engine to quarter on the other 
side and open throttle and move lever and note the amount 
of labor necessary to move the valve. The side that han- 
dles the hardest is the side with the defective strips. An- 
other method is to go out and take hold of the valve rod 
while running and note the vibration of the valve rod. 



68 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Many of our old engineers have been quite successful in 
using this method. 

Q. 58. How would you test for a blow in a piston valve? 

A. The duty of a piston valve is no different from that 
of a slide valve. To test the rings on the front end of the 
valve you can place engine on top quarter. Set the brake, 
remove the front port plug and with lever in full gear 
ahead open throttle, and if the rings are leaking steam will 
blow through the opening to the atmosphere. To test the 
back end, reverse the lever, replace the front plug and 
remove the back one. You can also examine the rings by 
using a packing hook and have the fireman place the valve 
opposite opening, pressing in on the ring, noting if there 
is any spring or expansion to the ring. The cylinder cocks 
can also be used instead of the port plug. 

Q. 59. How would your attention be called to a by -pass 
valve blowing while running? 

A. A by-pass valve will blow on one stroke only, while 
the piston is traveling toward that valve. 

Q. 60. How should a test be made to locate a defective 
by -pass valve on forward end of steam chest f 

A. Place engine on top quarter on side to be tested. Set 
the brake and with lever in full forward motion open the 
throttle. If steam appears at the front cylinder cock and 
a blow at the stack, it indicates that the front by-pass valve 
is blowing or the rings on the valve. Now move the reverse 
lever about two notches back of the center. This will place 
the exhaust ring of the valve between the exhaust port and 
admission. If the blow stops at the stack, but still appears 
at the front cylinder cock, it denotes a leaky by-pass valve. 
A back one would be tested in the same manner, only using 



THIRD YEAR EXAMINATION 69 

the back cylinder cock and the lever in back motion to 
start with. 

Q. 61. What are the indications of a broken valve yoke 
or stem inside the steam chest, while running? 

A. It must be borne in mind that it is the valve stem 
and yoke that moves the valve over the seat. If either 
breaks it is very evident that the valve will stop traveling, 
therefore you will lose two exhausts from that side of the 
engine. Hence the engine will be on one side and by open- 
ing the cylinder cocks and noting which side of the engine 
the steam does not change from one cylinder cock to the 
other the defective side can easily be located. 

Q. 62. How would you make a standing test to locate 
a broken valve stem or yoke? 

A. Place engine on any eighth, set the brakes, open cylin- 
der cocks, give steam and move lever back and forth and 
note if steam appears at both cylinder cocks alternately, 
if not the defective valve has been located. 

Q. 63. In case of a broken valve yoke or stem how would 
you put the engine in condition? 

A. Place reverse lever in center of quadrant, remove 
relief valve and push valve back against broken part. Next 
replace relief valve and give steam and note if ports are 
covered, if so fit a plug in the relief valve just long enough 
to rest against the valve, when the relief valve is screwed 
in place, now disconnect the valve stem and clamp in place 
where it is permitted the valve may be clamped with the 
back port cracked for lubrication, 



70 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 64. What should be done if locomotive had no relief 
valve in front of steam chest? 

A. There are only three things left to be done. Push 
valve ahead, take down main rod and block cross head in 
forward position and let steam into back end of Cylinder, 
then open front cylinder cock, or remove the relief valve 
from back of steam chest. Pull valve back to cover ports, 
or as the last resort take up steam chest and block valve 
over ports. Disconnect the valve rod and proceed. 

Q. 65. In the event of a heavy blow what would you 
attribute the cause to? 

A. A broken valve, piston, bridge, or sometimes a cracked 
slide valve may cause this. Or the strips may stick down 
or be broken. 

Q. 66. In the event of a slide valve breaking, what can be 
done to bring the engine in? 

A. If the valve is broken so that it cannot be used for 
covering the ports, the steam chest cover must be removed 
and the broken valve taken out, making sure to get all the 
pieces, otherwise the main rod should, come down. Hammer 
blocks down into the supply ports, then place sheet iron 
or tin on top. Then heavy wooden blocks and hold them 
down with the steam chest cover or angle irons. 

Q. 67. How would you handle a broken piston valve? 

A. If the valve was broken very badly, would expect to 
be towed in. If it was broken in the middle would try and 
put it together and block on each end and disconnect 
valve rod. 



THIRD YEAR EXAMINATION 71 

Q. 68. In the event of the reverse lever, reach rod or 
tumbling shaft arm breaking, what should be done? 

A. A short block should be placed in the top of one link 
and a long block in the bottom, blocking the link in such 
a position so that the engine will handle the train, allowing 
for the slip of the link. 

Q. 69. What should be done in the event of lifting arm 
link hanger or saddle pin breaking? 

A. Block in one link as in question 68, if necessary to 
back up change the blocks. 

Q. 70. Is it necessary to block in both links on break- 
downs, as in above questions? 

A. No. The best results have been gotten from blocking 
one link only. 

Q. 71. With one link blocked up, what shoidd you guard 
against ? 

A. Guard against reversing the engine and in some builds 
of engines against dropping lever down. 

Q. 72. What shoidd be done if a cylinder head breaks? 

A. Disconnect the valve rod and cover the ports, arrange 
for lubricating Ce cylinder with engine oil. 

Q. 73. What shoidd be done if a crosshead gib breaks? 

A. In the event of the top gib breaking, take the bottom 
one and put in the top. You can use a wooden one in the 
bottom or get along without one in the bottom as long as 
you are going ahead. 



72 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 74. What should be done if side rod or back pin breaks 
on an eight wheel engine? 

A. Remove the broken parts off the side rod on that side 
and the side rod on the opposite side and proceed. The 
engine will not be able to do much work. 

Q. 75. In the event of a back side rod or crank pin on a 
ten wheel Mogul or Consolidated engine breaks, what should 
be done? 

A. Remove the broken parts of the side rod on the side 
effected and the corresponding rod on the opposite side and 
proceed with what cars the engine will handle. 

Q. 76. If the front section of a side rod or crank pin 
breaks on a Consolidated engine, what should be done? 

A. Remove the broken parts on the side affected and the 
corresponding rod on the opposite side, making sure that 
the pin will clear the crosshead. If not, you can run both 
front wheels on blocks and place blocking on the pedestal 
binder so as to carry the wheels clear of the rail, securing 
the wheel in such a position so the pins will not interfere 
with the movement of the crosshead block in spring saddle 
to carry the weight. 

Q. 77. What should be done if a front section of a side 
rod or pin breaks on a ten wheel or Mogul engine? 

A. On account of the knuckle joint being back of the 
main pin all side rods must come down on both sides, run- 
ning with main rods up, being sure that the pins on the 
front wheels will clear the crossheads. If not, sling them 
the same as described in question 76. 



THIRD YEAR EXAMINATION 73 

Q. 78. What should be done in case of a broken main 
crank pin on an eight wheel, ten wheel, mogul or consoli- 
dated engine? Also the middle section of side rods on a 
consolidated engine? 

A. In the event of a broken pin on an eight wheel, ten 
wheel, mogul or consolidated engine breaking, all side rods 
and main rods on disabled side must come down. Cover the 
ports on that side and take down all side rods on opposite 
side and run in light with one main rod only. If the middle 
section of the side rods of a consolidated engine break all 
side rods must be taken down, both sides and engine run 
light, with main rods up, guarding against the pin striking 
the crosshead, carrying them if necessary, as in question 76. 

Q. 79. Suppose the eccentric was not on the mam axle, 
what should be done? 

A. The engine would have to be towed in where all side 
rods are taken down. 

Q. 80. What should be done if a driving spring, spring 
hanger, or equalizer, breaks on an overhung engine? 

A. In order to relieve as much weight of the spring 
rigging as possible, blocking should be placed over the back 
box, then run the back driver upon a block. Next place 
blocking over the main box. Now run the back wheel down 
and the main wheel up on the block or wedge. Then pry 
the equalizer in place, block or chain them according to the 
design of the engine. Leave normal blocking over the 
driving box effected by the breakdown, and remove all 
unnecessary blocking. It should be borne in mind that in 
case of broken equalizer that blocking can be placed in the 
hangers and have the use of the spring on some classes 
of engines. 



74 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 81. What should be done in case of a badly demolished 
pony-truck on a mogid or consolidation engine? 

A. Raise the front end of the engine up by means of 
heavy stakes placed against the buffer beams at an angle 
of about 45. Remove the truck and place blocking over 
front driving box to carry the weight, however, in order 
to get the truck out it will be necessary to remove the pilot. 
A breakdown of this kind will usually call for the wrecking 
crew. 

Q. 82. What shoidd be done if the axle should break close 
to the wheel of a four wheel truck? 

A. In the first place the corner of the truck has to be 
raised, to do this. Chain the corner of the truck frame to 
the engine frame. Then stake up the engine frame by 
placing a good strong tie at an angle of 45 and move the 
engine. Next block up under the engine truck until it is 
high enough. Then chain to the engine frame and cross 
chain from the defective corner of the truck to the opposite 
side of the engine in order to hold the truck on the track. 

Q. 83. What should be done in case of a broken flange 
on engine truck or tank? 

A. Turn wheel until the bad spot is on top and block or 
chain in order to stop the wheel from turning, sliding the 
wheels into the side track and report for orders. 

Q. 84. How would you handle a broken tank journal? 

A. Chain the broken corner of the truck to the tank 
frame. Also the opposite corner of the same truck. Block 
between the bottom of tank and corner of truck over good 
wheel to carry some of the weight. Also block between 
the body bolster and the wheel to keep the wheel in tram 



THIRD YEAR EXAMINATION 75 

or chain around the axle to the safety chain on the engine 
if it is a front truck. 

Q. 85. What is the best method of treating a broken tire? 

A. Run the wheel with the broken tire up on a block, 
remove the sellar and place solid blocking of wood between 
the journal and the pedestal binder. Also some oily waste. 
Next block between the spring saddle and the engine frame, 
or if underhung, chain the end of the equalizer next to the 
box so as to take the weight off that box. Cut out thv, driver 
brakes and proceed. 

Q. 86. Does this method apply to all tires? 

A. Yes. With this exception. In case of back tires it is 
necessary to carry some of the weight on the driver forward 
or on the tank. Also to chain across to the opposite side 
of the tank or .to the draw bar to keep the back wheels on 
the track. 

Q. 87. How would you treat a broken main driving axle 
close to the hub? 

A. This would necessitate taking down all side rods on 
both sides. The broken end of the axle should be raised 
up and blocking placed under the sellar on top of the 
pedestal binder. Also block in spring saddle above frame 
or chain end of equalizer in order to carry the weight. The 
engine can then be run light on level road with one main 
rod up. 

Q. 88. Does this method apply to all classes of engines? 

A. Yes, except where the eccentrics are not located on the 
main axle. In such cases the engine would have to be 
towed in. 



76 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 89. What should be done where a front axle breaks 
close to the wheel on a consolidation engine? 

A. Remove the front section of the side rods on both sides 
and raise the broken axle np and block in the same manner 
as in the case of main axle described in question 87. In 
addition it will be necessary to get the wheel out from 
behind the guides. To do this get the wheel outside the 
rail and chop off the ends of the ties and dig a hole. Then 
move the engine and let the wheel drop into the hole and 
you can get rid of it in this way. Next see that the pin on 
the front wheel on the other side will clear the crosshead. 

Q. 90. What should be done in case the forward motion 
eccentric slips f Hoiv woidd you reset it? 

A. Place engine on forward dead center, lever in forward 
motion. Set the brakes, open the cylinder cocks, and crack 
the throttle slightly. For indirect outside admission or 
direct inside place the forward motion eccentric a quarter 
of a turn back of the pin (above the axle), then move it 
toward the pin until steam appears at the front cylinder 
cock and secure it there. For direct outside or indirect 
inside admission place the forward eccentric ahead of the 
main pin a quarter of a turn (below the axle), then move 
it from the main pin until steam appears at the front 
cylinder cock and secure it in place. 

SECOND METHOD 

To set a forward motion eccentric spot engine on forward 
center lever in back motion, scratch mark on the valve stem, 
flush with the gland. Then put lever in forward motion 
and move eccentric until the mark on the stem comes flush 
with the gland again and your eccentric is 0. K. This 
method is setting the slipped one by the good one. 



THIRD YEAR EXAMINATION 77 

Q. 91. What should be done in case of a broken eccentric 
strap or rod? 

A. In the event of a forward motion eccentric strap or 
rod breaking, unless for a short distance, remove the broken 
parts and the good eccentric on the same side. Disconnect 
the valve rod, cover the ports and arrange to lubricate the 
cylinder. Should a back motion eccentric break, remove 
the broken parts and the good eccentric on that side, cover 
the ports, clamp the valve stem securely and arrange to 
lubricate the cylinder. Also see that the link does not cause 
trouble. However, in the event it becomes necessary to 
clear the main line or pull the train a short distance with 
a back eccentric broken this can be done by removing the 
broken parts of the back motion eccentric and tieing the 
bottom of the link and working in full gear ahead. 

Q. 93. Where an engine is running with ports covered 
on one side how would you arrange to lubricate the 
cylinder? 

A. By removing the indicator plugs or slacking off the 
front cylinder head or back piston gland. 

Q. 94. What is a by-pass valve and what is its duty? 

A. A by-pass valve is made in different shapes. Some of 
them bottle shaped, others in the form of two small pistons 
with a rod between. One end of the valve is connected 
to the live steam supply and the other to the admission port. 
Their duty is to prevent any overdue pressure from existing 
in the cylinder during compression and also to act as a relief 
or circulating valve in drifting. 

Q. 95. What is a vacuum relief valve? 

A. A vacuum relief valve is the old standard relief valve 
that has been used in slide valve engines for many years. 



78 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

For the purpose of allowing atmosphere to reach the steam 
chests and cylinders when drifting, thus preventing the hot 
air and dust being drawn in from the front end. 

Q. 96. What is the purpose of the pressure valve in the 
cylinder head? 

A. For the same purpose as the pop valves on the boiler, 
to prevent too high a pressure in the cylinder. 

Q. 97. Suppose an engine blows, very badly and cannot 
start the train when on the dead center on the right side, 
where would you look for the trouble? 

A. The trouble would surely be on the left side due to 
defective valve or piston. In this position the power must 
come from the left side or the side on the quarter. 

Q. 98. With the throttle closed and steam flowing from 
the cylinder cocks, where would you look for the trouble? 

A. "With lubricator steam valve closed also, I would ex- 
pect to find a leaky throttle valve. 

Q. 99. What is the difference between a leaky dry-pipe 
and throttle valve? 

A. A leaky dry-pipe will show water and steam, while 
a leaky throttle will show steam at the cylinder cocks. 

Q. 100. What effect have leaky steam pipes in the front 
end? 

A. Leaky steam pipes in the front end of a locomotive 
will destroy the steaming qualities of the engine by prevent- 
ing a vacuum being formed. 



THIRD YEAR EXAMINATION 79 

Q. 101. How can a test be made to locate leaky steam 
pipes in the front end? 

A. To test steam pipes open front end door, set the brakes 
and give engine steam, and by holding a lighted piece of 
waste around the joints the leak will be found. The proper 
method, however, is the water test. 

.Q. 102. What should be done with a cracked or broken 
steam chest? 

A. In the event of a cracked steam chest take up the 
casing and slack off on the nuts both sides of the crack, 
then drive wedges in between the wall of the chest and the 
studs in such a manner as to draw the cracked portions 
together. Then tighten down on the studs again, replace 
cover and proceed. If the steam chest is broken so badly 
that it will not hold steam, remove all the chest and valve, 
hammer wood down into the supply ports, next put iron 
or tin over that, then heavy wooden blocks, securing them 
down with the steam chest cover or angle bars, using the 
stud bolts. If the stud bolts are destroyed use a chain 
extended around the cylinder with a small jack. 

Q. 103. How can an engine be raised when jacks are not 
available? 

A. By means of stakes or skids. 

Q. 104. Name the pounds in a locomotive. 

A. Follower bolts loose, piston loose on the rod, rod 
loose in the crosshead, crosshead loose in the guides, lost 
motion in front or back end of main rod, main rod too 
long or too short, cylinder key loose or gone, broken frame 
loose pedestal brace, wedge down, wedge improperly lined, 
broken driving box, worn or broken driving box brass, worn 
journal, loose deck casting, and loose crown brass. 



80 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 105. How can a pound in driving boxes and rods be 
located? 

A. To locate a pound in the boxes or rods place engine 
on top quarter and block opposite side of engine. Admit 
steam and reverse engine several times, watching all joints 
very carefully. In testing the driving box and wedge, 
remember that if the box moves back and forth on the 
pedestal jaws that the fault is in the wedge or jaws. But 
if the journal moves back and forth in the box the trouble 
is in the journal or bearing. 

Q. 106. How could you determine the difference between 
a follower bolt working out and the main rod too long? 

A. Move engine slowly and note if the crosshead travels 
over the travel mark and up to the striking mark ; if so, the 
rod is too long, however if it does not overtravel and hits 
the front head the follower bolt is loose, or some obstruction 
in the cylinder. 

Q. 107. If you shut the engine off and let the lever down 
and the piston commenced to strike the head, what would 
you do ? 

A. Hook the lever up and keep steam in the cylinder all 
the time in order to cushion the piston. 

Q. 108. How would you shorten a main rod in case you 
found it too long ? 

A. By taking liners from the front of pin and put them 
in back of the pin. 

Q. 109. What is meant by the clearance in the cylinder 
and how much should it be? 

A. The clearance in a cylinder is the space between the 
piston and the cylinder head when the piston completes 
the stroke and should be about % of an inch. 



THIRD YEAR EXAMINATION 81 

Q. 110. When should crossheads or guides be reported 
to be lined? 

A. When, there is sufficient lost motion to receive a liner. 

Q. 111. When should driving box wedges be reported 
to be lined down? 

A. When the wedge is up against the top rail and the 
box still pounds. 

Q. 112. When shoidd rod brasses be reported to be re- 
duced, to be lined? 

A. Rod brasses should be reported to be reduced when 
they are up solid brass to brass and still pound. The key 
should be lined down when it has been moved to where its 
usefulness has ceased. 

Q. 113. When should lost motion between engine and 
tender be taken up? 

A. Lost motion should not be allowed, according to the 
Interstate Commerce Commission rules. 

Q. 114. How would you go about packing a driving box 
grease cellar? 

A. Remove the filling plate, then pull down the follower 
plate and block it. Then place the grease on top of the 
follower plate, filling in the sides first, then replace the plate 
and remove the blocking, letting the follower plate go up 
into place. 

Q. 115. Explain the principle on which an injector 
works? 

A. A wide difference of opinion has existed for many 
years among railway employees on this subject, however 



82 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

the opinion is becoming quite general that the principle 
of the injector action is that of induced currents under 
a given pressure. The velocity of escaping steam is much 
greater than that of the water. Therefore the steam which 
has the greatest velocity, meeting with the water in the 
injector tubes, induces its movement and the water which 
is a solid strikes the check valve with sufficient force to raise 
the valve, and its momentum keeps the check valve open, 
while the injector is in action. 

Q. 116. What is generally the cause for second injector 
failing, and what should be done to avoid this? 

A. The second injector generally fails on account of not 
being used frequently enough. To avoid this, use both in- 
jectors quite often. 

Q. 117. If the injectors stop working ivhile on the road 
what should be done? 

A. First inspect water in tank. Next see that tank valve 
and tank hose and strainer are 0. K. See that there are 
no leaks between injectors and tank, or steam valve on boiler 
head may be partially closed, not permitting enough steam 
to reach the injector. Obstruction in the tubes. Tubes out 
of line. Loose or worn boiler check, leaking or stuck boiler 
check, not having sufficient lift. Hot water in the tank 
hose caused by leaky steam, priming valve, or boiler check. 
Also in some makes of injectors priming valve disconnected 
or the thread stripped on the priming stem, or handle loose 
on the stem. These latter defects refer to the screw mono- 
ton only. 

Q. 118. What constitutes the abuse of an engine? 

A. Improper firing, improper use of the blower, injector, 
sand. Improper inspection, lubrication, careless booking 
of work, slipping engine, allowing nuts, bolts and brasses 



THIRD YEAR EXAMINATION 83 

to become loose and pound, working the engine harder than 
necessary. 

Q. 119. Row are accidents and breakdowns best pre- 
vented? 

A. By keeping all bolts, nuts and connections tight and 
by a careful inspection of the locomotive at the end of each 
trip and at all other times when an opportunity presents 
itself. Also keeping all bearings well lubricated and report- 
ing the work in an intelligent manner and seeing that it is 
done. 

Q. 120. What are the duties of an engineer when leaving 
his engine at the terminal f 

A. It is the duty of an engineer to make a careful inspec- 
tion of his engine and report all work in an intelligent 
manner. He should also see that there is sufficient fire and 
water left in the firebox and boiler to hold the engine in 
good condition until the hostler takes charge. It is also his 
duty to see that the fireman performs his duty, such as 
caring for flags, lamps, tools, etc. 

Q. 121. In reporting work on an engine at the end of a 
trip, is it proper to say engine won't steam, air pump won't 
work, injector won't work, etc. ? 

A. No. A blanket report is not sufficient, it is the duty 
of the engineer to state definitely what work he wants done. 

Miscellaneous Questions and Answers 

Q. 122. What kind of steam was generated in locomotive 
boilers before superheated steam came into use? 

A. All steam generated in locomotive boilers is saturated 
steam. 



84 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 123. What is saturated steam? 

A. Saturated steam is steam in contact with water, or it 
is steam that contains only a high enough temperature 
to hold it in the true state of steam. 

Q. 124. What is wet steam? 

A. Wet steam is steam that contains three per cent or 
more moisture. 

Q. 125. What is wire drawn steam? 

A. Wire drawn steam is steam that is being drawn 
through a small opening into a larger space. For example, 
steam passing through a partially open throttle valve is 
said to be wire drawn. Its pressure is reduced when wire 
drawn. 

Q. 126. What is superheated steam? 

A. Superheated steam is steam that has been heated to a 
higher temperature than that corresponding to its pressure 
or- it is steam that contains a higher temperature than the 
water from which it was generated. 

Q. 127. How is steam superheated? 

A. Steam is superheated by being separated from the 
water and passed through units of pipes where more heat 
is imparted to it. 

Q. 128. What are the benefits to be derived from super- 
heating steam? 

A. Superheated steam is dryer and is very much hotter, 
therefore as it is heat that performs the work and not steam 
it is very evident that superheated steam can be expanded 
further in the cylinder without condensation taking place, 



THIRD YEAR EXAMINATION 85 

thus the average pressure throughout the cylinder is higher, 
thence more work can be performed. 

Q. 129. How much higher degree in temperature do we 
get with superheated steam tlian saturated? 

A. Superheated steam registers as high as 600 or more. 
Saturated 388 at 200 pounds. 

Q. 130. Does superheating steam cause the gauge to 
register any higher pressure? 

A. No. Not any higher on the gauge, but the mean 
effective pressure is greater, that is, the pressure through 
the stroke. 

Q. 131. Should a superheated engine do better work than 
a saturated steam engine? 

A. Yes, much more on account of the steam being dryer 
and hotter. 

Q. 132. What is the bad result of carrying water too high 
in the boiler of a superheated engine? 

A. In the event of water getting into the superheater 
units it destroys the superheated effect and causes +he joints 
to leak. 

Q. 133. Is there any difference in the handling of a 
superheater engine as compared with a saturated engine? 

A. Yes, a superheater engine will run further after being 
shut off and may be slower in starting when cold on account 
of the steam having to pass through the units before reach- 
ing the cylinders. 



86 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 134. Where is the superheater damper located, and 
why is it necessary? 

A. The superheater damper is located in the front end. 
It is necessary when drifting with no steam passing through 
the superheater unites. The damper prevents the heat 
passing through the large flues where the units are located, 
thus preventing them from burning. 

Q. 135. What closes the damper? 

A. The weight outside the smoke arch. 

Q. 136. Why is it important that the large superheater 
tubes be kept clean? 

A. In order not to obstruct «the draft, which would kill 
the effect of the superheater unit that was stopped up, and 
would also reduce the heating surface to some extent. 

Q. 137. Name the different parts of the engine that oper- 
ate and control the valve motion? 

A. The parts that operate the valve motion are the eccen- 
tric cams, eccentric strap, rods, links, link blocks and pins, 
rocker arms, valve rod, valve yoke on slide valve and on 
some engines transmission rod. The parts that control the 
valves are the reverse lever, reach rod, tumbling shaft, arm, 
thumbling shaft, lifting arms, link lifters, saddle pin and 
plates. 

Q. 138. What should be done if the transmission bar or 
hanger breaks? 

A. If the transmission hanger breaks, block the link 
block in position to handle the train by placing a short 
block in the top and a long block in the bottom. In the 
event of the transmission rod breaking, remove the broken 



THIRD YEAR EXAMINATION 87 

part and clamp the valve to cover the ports and proceed 
on one side, lubricating the cylinder. 

Q. 139. What should be done if the lower rocker arm or 
link block pin breaks? 

A. In the event of a link block pin breaking, if the dis- 
tance is not far, a rough pin may be substituted in place 
of the broken pin and the train moved into the side track 
or terminal, however in case of either link block pin or 
lower rocker arm breaking, remove the broken parts and 
see that the moving parts clear. Clamp the valve to cover 
ports and arrange to lubricate cylinder. 

Q. 140. What should be done if the upper rocker arm 
breaks? 

A. See that the broken parts clear cover ports and 
arrange to lubricate cylinder. 

Q. 141. How often does a locomotive exhaust steam dur- 
ing a revolution of the drivers, and at what point does the 
exhaust take place ? 

A. A locomotive exhausts four times during a revolution 
of the drivers, two from each side. The exact point of 
exhaust will depend upon the position of the reverse lever. 
If the engine is cutting off about one quarter, the exhaust 
will start to open early on the eighth. But if the valve 
is cutting off at full stroke the exhaust will not open until 
the pin has reached the sixteenth or better. 

Q. 142. What is a by-pass valve and what are its uses? 

A. A by -pass valve is a valve constructed in different 
forms, some in the shape of a bottle, small on one end and 
larger on the other. While some are in the form of a piston 
with rings. These valves are connected to the supply and 



88 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

admission ports for the purpose of relieving the cylinder 
of overdue pressure. During compression and acting as a 
circulating or relief valve during drifting. 

Q. 143. Bow would you make a test in order to locate 
a broken by-pass valve ? 

A. Would first note if blow occurred while piston was 
traveling forward or backward. While engine was running. 
If the blow occurred on the forward stroke of the piston 
I would assume it was the front, spot engine on top quarter 
on that side. Place lever in full gear head, set the brakes, 
open cylinder cocks and give steam. If a blow occurs at 
the front cylinder cock and at the stack it would indicate 
that the front by-pass valve was defective. Next move 
.the reverse lever about one or two notches back of the 
center. If the blow at the stack stops but steam still blows 
from the front cylinder cock it denotes a leaky front by-pass 
valve. . 

Q. 144. If a locomotive is disabled on one side and main 
rod left up and engine stops on dead center on good side, 
how can you get started? 

A. The old method is to remove the clamp from the valve 
stem, then move the valve and admit steam into the cylinder 
and move the engine and reclamp the valve again. 

Q. 145. Suppose a locomotive in your care became, dis- 
abled and the main rod had to be taken down and engine 
stopped on dead center on good side, how could you get 
started? 

A. On some designs of engines where the driver brake 
cylinders are placed behind the drivers the engine can be 
moved by cutting out the tank brake, letting out the slack 



THIRD YEAR EXAMINATION 89 

on the driver brake and using a stake against a pin or the 
wheel, setting the brake, which will push the engine off the 
center. Another method is to use a jack under the main 
pin. Still another method that has been used is to drive 
a cold chisel between the wheel and rail and pump the 
engine. 

Q. 146. How can you distinguish between a valve cyl- 
inder packing or strips blowing and tell which side it is on? 

A. First pay strict attention to the engine while running, 
as by so doing should assist very much in locating the 
trouble, bearing in mind that cylinder packing will blow 
on both strokes, but somewhat harder at the beginning, 
becoming lighter toward the end and stopping entirely just 
before the completion of the stroke. While a valve blow is 
constant and usually causes rather a loud blow. Strips 
blowing produces a light, steady blow. To make a standing 
test, place the engine on the quarter and cover the ports. 
Open the cylinder cocks. Set the brakes and open throttle 
valve and admit steam around the valve. If steam shows 
at the cylinder cocks and a blow at the stack, it indicates 
defective valve or seat, In the event of the valve not show- 
ing any indications of leakage, admit steam to one end of 
the cylinder by moving the reverse lever so as to open one 
port, noting if steam appears at the other cylinder cock; 
if not, change the reverse lever and test packing from the 
other end. This is necessary, as it is quite possible to have 
a loose piston on the rod or a broken bridge, which might 
act similar to leaky cylinder packing, when steam was in 
one end of the cylinder. 

To test the strips place the engine on quarter on one side, 
admit steam to valve and move the reverse lever back and 
forth several times. Next place engine on quarter on the 
other side and test in the same manner, noting which side of 



90 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

the engine handles the hardest, which should be the side with 
the defective valve strips. 

Bear in mind that with the Stephenson Valve Gear, when 
one side is on the quarter and the other side on the center, 
the valve on the side that is on the center will only move 
the amount of increased lead, while the side that is on the 
quarter will have full travel. Some engineers have been 
quite successful in locating defective strips by feeling the 
valve rod, noting the vibration while running. 

Q. 147. What should be done if packing Mew out of the 
throttle stuffing box? 

A. First screw up on the gland and place a curtain in 
front in order to protect the fireman and make an effort 
to get to terminal. Failing in this I would sidetrack, reduce 
my steam, pack the throttle with rope or any material at 
hand, steam the engine up and proceed. 

Q. 148. What could be done if the metallic blew out of 
the valve gland or piston? 

A. Pack with bell cord or old rubber hose or any mate- 
rial at hand and make all possible efforts to bring the 
train in. 

Q. 149. Explain why moving the reverse lever from one 
end of the quadrant to the other reverses the motion of the 
engine f 

A. Changing the position of the reverse lever places the 
valve under control of either forward or back motion. Eccen- 
tric thus changing the position of the valve, opening front 
pr back port, thereby admitting steam either forward or 
back of the piston which governs the direction the engine 
will move. 



THIRD YEAR EXAMINATION 91 

Q. 150. What is an eccentric? 

A. An eccentric is a pulley bored out of center, or it is 
a mechanical device for converting circular motion into 
reciprocating motion. 

Q. 151. What is the throw of an eccentric f 

A. The throw of an eccentric is the heavy part of the 
eccentric, minus the light part, or it is twice the distance 
from the center of the axle to the center of the eccentric. 

Q. 152. With an engine equipped with grease cellars, how 
do you know there is sufficient grease in the cellar to make 
the trip ? 

A. By the indicators or tell-tales extending down through 
the cellars. 

Q. 153. Explain how you would adjust grease cups to 
get the best results and effect the greatest economy in the 
use of grease ? 

A. Grease cups should be screwed down until a slight 
pressure is obtained, not until the grease is forced out be- 
tween the brass and pin. 

Q. 154. What would be the result if the guides or cross- 
heads were not in line? 

A. In the event of the guides or cross-heads being out of 
line it will be impossible to keep packing around the piston 
rod. The guides and cross-head will run hot and cut. 

Q. 155. How is the boiler connected to the frames? 

A. The, boiler is fastened rigidly to the frames at the 
cylinder saddle and by means of stay plates under the mid- 
dle of the boiler and is resting on the frame at the fire box 
end by means of expansion plates or pads. 



92 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 156. Are the cylinder saddles fastened rigidly to the 
frames ? 

A. Yes, most all large locomotives are provided with 
double frames, one under and one over the saddle with bolts 
running through and what is called cylinder keys drove in 
between the saddle and the frame to take the sharing strain 
of the bolts. 

Q. 157. Are the driving wheel axles secured rigidly to the 
frames? 

A. No, driving axles are so arranged that the frame can 
move up and down on the box which is resting on the axle. 

Q. 158. Are the frames supported directly by the driving 
boxes? 

A. No, they are supported indirectly through the springs 
and equalizers. 

Q. 159. What is the purpose of the equalizers? 

A. To equalize the weight on all the drivers. 

Q. 160. Where are cylinder keys located? 

A. Usually in the engine frame just forward of the 
cylinder saddle. 

Q. 161. What should be done in case of a loose or lost 
cylinder key? 

A. In case of a loose or lost cylinder key replace it with a 
rod key, railroad spike or anything that can be made to 
answer the purpose. 

Q. 162. Why is it that cylinder packing rings generally 
blow for a short time after being renewed? 

A. This is because new rings must wear down smooth 
before they can make a tight joint. 



THIRD TEAR EXAMINATION 93 

Q. 163. What is the real effect of a cylinder packing 
being broken or worn badly? 

A. It must be borne in mind that the rings are what 
prevent the steam from passing by the piston. Any 
leakage of steam past the piston simply reduces the power 
of the engine and wastes fuel and labor. 

Q. 164. What would be the effect if the brasses were not 
kept keyed up properly? 

A. This would cause a pound and be liable to cause the 
brasses to run hot and may also be the cause of breaking 
the brasses. 

Q. 165. What would be the result if the enlgine was out 
of tram? 

A. The effect of an engine out of tram is the cutting off 
the flange on the wheel that is being crowded over against 
the rail and she may run warm ; if the flange becomes sharp 
it may cause derailment. 

Q. 166. Suppose you felt a pound after keying up main 
rod. What would you think was the cause ? 

A. I would suppose I had keyed the rod an improper 
length. 

Q. 167. How would you shorten the main rod? 

A. Take liners from on front of pin and put them back 
of the pin. 

Q. 168. Will a loose pedestal brace or bolt cause an 
engine to pound and cause damage? 

A. Yes. This is liable to break the driving box or frame. 



94 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 169. What effect will a loose follower bolt have? 

A. A loose follower bolt will strike the front head each 
time the crank pin passes the front center. 

Q. 170. What would you do in a case of this kind? 

A. In case the follower bolt is striking very light and 
you only have a very short distance to go by keeping the 
lever hooked up and steam in the cylinder all the time you 
may not do any damage. 

Q. 171. What ivill be the effect if the forward motion 
eccentric slips toward the pin? 

A. This would have the effect of increasing the lead and 
causing the steam to appear too early at both cylinder 
cocks and would give us too heavy exhausts from that side 
of the engine. 

Q. 172. What would be the effect if the forward motion 
eccentric slips away from the pin? 

A. This would cause the valve to be late in opening the 
ports and would cause the steam to appear too late at both 
cylinder cocks, giving too light exhausts. 

Q. 173. How can you tell while running along working 
steam which eccentric is at faidt in the event of a lame 
engine ? 

A. In case it is the fault of the forward motion eccentric 
the engine will be lame starting out, but will improve when 
hooked up. On the other hand, if it is the back up the 
engine will become more out of square as she is hooked up 
toward the center. 



THIRD YEAR EXAMINATION 95 

Q. 174. How can you tell the position of the eccentric 
with reference to the other on the same side? 

A. If one eccentric is below the axle the other should be 
in the same relative position to the pin above. Except 
cases where the back motion has been set different in order 
to decrease the increased lead when hooking the engine up 
or where the eccentrics are set to the center line of motion 
and not to the pin. 

Q. 175. In case of a hot eccentric would you put water 
on it? 

A. .No, water never should be put on hot eccentric links 
or guides. 

Q. 176. How would you treat a hot eccentric? 

A. First see that it is not too tight, Next see that oil is 
getting to the bearing. Take out the plug in the cellar below 
and fill the oil cups and note if oil passes down through. 
Also note if the cam is loose in the strap. This may be 
causing the trouble. If too tight put in liner top and bot- 
tom. 

Q. 177. Can an engine be run ahead with back motion 
eccentric or rod taken down ? 

A. Yes. First method is to remove all the broken parts. 
Tie the lower end of the link forward and back and work 
lever in full gear. Second method is if the eccentric is 
broke and not the rod by removing one bolt from the for- 
ward motion eccentric, getting longer bolt and placing a 
block of wood in between the back motion rod can be bolted 
to the forward and the engine worked in full gear ahead. 



96 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 178. Can an engine be worked in forward, motion on 
both sides with one forward motion eccentric strap or rod 
gone? 

A. Yes, in case of emergency the back motion strap and 
rod can be turned upside down and coupled to the top of 
the link and the bottom of the link tied forward and back. 

Q. 179. What can be done if one of the pop valves or 
whistle blows out? 

A. The method to be adopted in a case of this kind must 
be governed by the condition. In view of the many rigid 
rules and regulations laid down by the Interstate Commis- 
sion, it is not good policy to attempt to stop steam at a 
high pressure with wood, however, one of the first things 
that should be done is to get both injectors working in 
order to hold the water. The old method was to drive in 
a wooden block and hold it down by placing a timber over 
the top of it and secure it to the hand rails on each side. 

Q. 180. Why are all large slide valve balanced and why 
is there a hole drilled through the top ? 

A. Slide valves are balanced to reduce friction ; requiring 
less lubrication makes the engine much easier to handle and 
more proficient in her work. The hole is drilled through 
the top of the valve to allow any steam that may leak in 
between the strips and the balance plate to escape to the 
exhaust and not destroy the balancing feature of the valve. 

Q. 181. What is the advantage of the piston valve? 

A. The piston valve is more perfectly balanced. It is 
also more easily repaired. 



THIRD YEAR EXAMINATION 97 

Q. 182. What is meant by the valve being line and line 
inside or on exhaust edge? 

A. The meaning of line and line on inside or exhaust 
.edge of valve is where the inside edge or the exhaust edge 
of the valve is just line and line with the exhaust edge of the 
port. 

Q. 183. What is meant by line and line on steam edge of 
valve? 

A. Line and line on the steam edge is where the valve is 
set without any lead, therefore, when the piston completes 
the stroke the steam edge of the valve is just in line with 
the admission edge of the port. 

Q. 184. In your opinion is there a limit to the economical 
cutting back of the reverse lever? 

A. Yes. By all means, and engine should not be worked 
at too short a cut-off, especially with saturated steam 
engines, as this may cause condensation. 

Q. 185. In taking off main rods, how are the side rods 
held in place on the main pin ? 

A. By placing a wooden blocking between the collar and 
the side rod. 

Q. 186. In the event of a broken frame back of the main 
driver, what would you do? 

A. It is common practice to bring the train in with frame 
broken back of the main driver. 

Q. 187. What shoidd be done if the frame breaks forward 
of the main driver? 

A. In the event of the top rail breaking forward of the 
main driver, the engine should be run light; however, if 



98 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

it is necessary to pull/ cars, disconnect on that side and 
cover the port and arrange to lubricate the cylinder. Never 
allow an engine to couple ahead of you. 

Q. 188. What would you do in the event of a very badly 
leaking relief valve f 

A. Take the relief valve out and plug it and put it back 
in place. 

Q. 189. Explain how the grease cups work? 

A. Most grease cups work by compression. There are 
others that have no pressure plug, just a cover. 

Q. 190. Is it- good practice to put water on a grease 
bearing? 

A. No. "Water should never be put on grease, because it 
will have the effect of forming a soap suds and washing the 
grease away. 

Q. 191. Suppose a' boiler check was stuck up, allowing 
hot water to pass back into the injector, how would you get 
it down in case you have no globe valve? 

A. First open the overflow and drain cock under the 
check, so as to let the pressure out. Then tap the check 
with soft hammer or wood. Failing in this the writer has 
seen a check gotten down and an engine failure prevented 
by slacking off on the spanner nut. Next the check, let- 
ting a large amount of the water out, When the injector 
will possibly prime. Put the injectors on and tighten 
up on the joint 'next to the check and the water will go 
into the boiler and remove any scale that may be under 
the check. 

Q. 192. What would you do if the priming valve on a 
screw monitor broke off and you could not use the other 



THIRD YEAR EXAMINATION 99 

injector, either for making repairs or for patting water into 
the boiler? 

A. Shut off the steam from the injectors and remove the 
priming stem and broken valve. Leave the valve out and 
replace the stem. In starting the injector open the steam 
valve on the boiler and the injector will prime. Then 
open the main steam valve and the injector will start, to 
prevent any waste of water at the overflow. Close the 
heater valve. There will be a waste of steam at the over- 
flow, but it is not necessary to give up the train. 

Q. 193. What is likely to be the trouble where the siphon 
tank valve is used if the injector stops working with half a 
tank of water? 

A. This may be due to a hole in the siphon pipe. 

Q. 194. Suppose you wanted to take down the tank hose, 
how would you prevent the water in the tank from running 
out (with the siphon) ? 

A. Close the heater valve and blow steam back and force 
the water back past the goose neck, then open the siphon 
cock and you can take down the hose. 

Q. 195. Suppose you were running an engine with Han- 
cock inspirator and the boiler check was stuck up very 
badly, causing the water in the tank to heat, what could you 
do to stop it? - 

A. Open all drip eocks and overflow valve in order to 
let out as much water as possible. Then disconnect the 
tank hose and drive a plug in the injector pipe. Then 
couple up the hose and close all the drain cocks and over- 
flow valve. 



100 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 196. Should either injectors he used entirely? 

A. No. Injectors should be used alternately. No in- 
jector will give good service if not used frequently. 

Q. 197. What is the danger in allowing sand to run from 
one side only? 

A. Allowing sand to run on one side is very liable to 
cause the engine to break a pin, bend rods and do damage 
in general. 

Q. 198. In running an engine on one side, how would you 
prevent stopping on dead center? 

A. In order to prevent stopping on dead center with 
engine on one side, the brakes must be released, and the 
final stop made with the reverse lever using steam. 

Q. 199. Explain how this will prevent the engine from 
stopping on the dead center? 

A. By reversing the engine, opening the throttle a little 
and letting steam into the cylinder, the engine develops 
more power on the quarter than on the center. Therefore, 
there is more resistance against the piston. Hence, she is 
more liable to stop on the quarter. 

Q. 200. In Mocking a cross-head, where shoidd it be 
placed, in the back or front end of guide ? 

A. Generally in the back if the- pin will clear the cross- 
head. 

Q. 201. Is there any objection to blocking the cross-head 
as far back or ahead as. it will go ? 

A. Owing to the old methods of counter boring cylinders 
it was necessary to guard against the rings on the piston 



THIRD YEAR EXAMINATION 101 

getting caught in the counter borer. But on all later types 
of locomotives this precaution is not necessary. 

Q. 202. What is lubrication ? 

A. Lubrication is a film in the form of oil or some kind 
of lubricating substance placed in between two bearings 
which has the effect of separating them. 

Q-. 203. What is the purpose of lubrication and how does 
it affect the bearing? 

A. Lubrication is for the purpose of separating the two 
metals. The lubrication acting as roller bearings, thus re- 
ducing the friction. 

Q. 204. What is friction and upon what does the amount 
of friction depend? 

A. Friction is the resistance that one body offers to 
another body in motion. The amount of friction depends 
upon the nature of the metal, the roughness of the surface, 
the speed and the weight or pressure. 

Q. 205. What is the purpose of graphite on a bearing? 

A. Graphite has the effect of filling in all the little hol- 
lows and pits in the metal, making smoother surface. Also 
acting as a lubricant. 

Q. 206. How can it be known if the boiler is carrying the 
proper steam pressure? 

A. The proper steam pressure of each locomotive on any 
road is well taken care of by the men assigned to that work 
and the U. S. Inspectors; however, using a correct gauge 
and comparing it with the pops, the proper pressure can be 
ascertained. 



102 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 207. How much power has the piston to move the 
engine if the cross-head crank pin and driving axle are in 
straight line? 

A. None at all ; this is classed as a dead center. 
Q. 208. How then is the engine kept moving? 

A. The engine is kept moving, due to the fact that the 
right side of the engine is a quarter of a turn ahead of 
the left; therefore, when one side is on the center the other 
is on the quarter. 

Q. 209. What is the objection to overflowing a tank with 
water? 

A. In addition to being a waste of water, it causes the 
track to become soft and rots the ties ; it also causes ice to 
gather on the hose and couplings in cold weather. 

Q. 210. Shoidd great care be exercised in opening the 
blow-off cock? 

A. It is the duty of the engine men to know that there 
is no danger of injuring any one before opening a blow-off 
cock. 

Q. 211. How should a blow-off cock be used? 

A. A blow-off cock should be used when necessary and 
should be opened for about ten seconds at a time. It is 
also advisable not to have the injectors working. 

Q. 212. What is meant by the total wheel base of a loco- 
motive? 

A. The total wheel base is the distance from the center of 
the back driver or trailer to the center of the forward 
engine track wheel. 



THIRD YEAR EXAMINATION 103 

Q. 213. What is meant by the rigid wheel base? 

A. The distance from the center of the back driver or 
trailer to the center of the forward driving wheel. 

Q. 214.^ What is a locomotive f 

A. A locomotive is a double reversible engine mounted on 
wheels, arranged to move herself and to pull cars. 

Steam Heat 

Q. 215. What does the steam heat apparatus on a loco- 
motive consist off 

A. First we must have a globe valve at the boiler. Next 
a reducing valve for controlling the pressure to the train. 
Then a gauge to register the pressure. Then piping con- 
nections, drip valves and end train pipe valves on the end 
of the pipe at back of tank. ' 

Q. 216. What pressure is usually carried? 

A. All the way from ten pounds up to one hundred, 
depending upon the climate and the number of cars in the 
train. 

Q. 217. Suppose you had 14 cars in the train, how much 
pressure must you have on the gauge on the engine in order 
to have five pounds on the last car (direct steam) f 

A. With the direct steam heat system the pressure gen- 
erally falls about five pounds per car ; therefore, you would 
have to have seventy-five pounds on the locomotive. 

Q. 218. What should be done if the steam heat reducing 
valve fails to control the pressure? 

A. In case the steam heat reducing valve allows too high 
a pressure to reach the train and cannot be adjusted 



104 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

properly, the pressure should be regulated by the valve at 
the boiler. If the valve cannot be made to heat the train 
the steam should be shut off at the boiler. The live 
steam should be drained out of the pipe. Then remove 
the lower cap from either Leslie or the Gauld. Take out 
the main steam valve, replace the cap and regulate the 
pressure from the valve at the boiler. If the Mason is 
affected in this manner, remove the lower cap and place a 
thin block, such as washers, in the cap and put the cap 
back in place and regulate the steam flow with the boiler 
valve. 

Q. 219. Explain how the steam heat reducing valve con- 
trols the pressure? 

A. The steam heat reducing valve controls the pressure, 
due to the fact that the reduced pressure in the train under 
the diaphragm is acting against a much larger area than 
the live steam; therefore, when the pressure below the 
diaphragm overcomes the resistance of the adjusting spring 
the diaphragm is forced upward. Hence, the controlling 
valve and main steam, valve being actuated by means of 
spring causes these valves to act, shutting off the steam to 
the train until there is a reduction in pressure Under the 
diaphragm, when the valves will open and allow the 
steam to pass through the train system. 

Q. 220. In the event of the train not being heated, what 
should the engineer do? 

A. When any complaint is made about the train not 
being heated properly, the engineer should first inspect the 
gauge and note if it is registering the proper pressure. If 
so, he should try the drip valves in the hose connection 
noting if live steam is passing out. If so, it is fair to pre- 
sume that the trouble is on the train, 



THIRD YEAR EXAMINATION 105 

Q. 221. Where an engine is detached from the train, 
what precaution should be taken to prevent steam heat train 
pipe from freezing tip or causing damage to the steam hose. 

A. The main steam valve on the boiler should be cracked 
just a little, allowing steam to escape through the hose to 
prevent freezing. The hose should also be hung up on the 
chain provided for that purpose. 



Compound Locomotives, Mallet Type 

Q. 222. Explain how compound locomotives differ from 
simple engines? 

A. In compound locomotives the steam first passes from 
the boiler to the high pressure cylinders, where it is used, 
then exhausted into what is usually called a receiver. From 
there it is again admitted to the low pressure cylinder, then 
exhausted to the atmosphere. Hence, the steam is used twice 
instead of once. 

Q. 223. Explain why one cylinder is called a high and 
and the other a low pressure cylinder? 

1 A. Because one cylinder receives steam direct from the 
boiler, while the other receives exhaust steam after it has 
been used in the high pressure cylinder or past the reducing 
valve at low pressure ; hence, the large cylinder develops 
the same power as the high, with a lower pressure. 

Q. 224. Hoiu should a compound locomotive be started 
with a long train ? 

A. In starting a compound engine the reverse lever 
should be well down in quadrant, the cylinder cocks should 



106 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

be open and the starting valve in simple position. No 
Mallet engine should ever be worked in simple after the 
speed of the train has reached three miles per hour. 

Q. 225. How should a compound locomotive be lubri- 
cated in starting? Hoiv when running alonlg the road? 

A. Considerable oil should be fed to the low pressure 
cylinder while working in simple, due to all the oil that is 
fed to the high pressure cylinder passing out through the 
emergency exhaust and the low pressure being so much 
larger; in compound a large per cent of the oil should 
be fed to the high. Where there is no oil connection to the 
low pressure steam chest, all the oil must pass through the 
high. 

Q. 226. Why feed more oil to the high than to the low 
pressure cylin der ? 

A. Because a portion of the oil that is fed to the high 
pressure passes to the low mixed with the steam, hence 
it is not necessary to feed so much oil to the low pressure. 

Q. 227. How would you lubricate the low pressure cyl- 
inder if the oil fed to the low become inoperative on that 
side or was removed? 

A. Increase the lubrication to the high pressure on that 
side. 

Q. 228. Why is it bad practice to carry high water in a 
compound locomotive? 

A. This is bad practice on any locomotive. But more so 
on a compound, due to the steam being used expansively 
twice. Hence, if the steam is wet there is going to be too 
much condensation taking place. 



THIRD YEAR EXAMINATION 107 

Q. 229. Is it a disadvantage to work a compound in 
short cut-off f 

A. Yes. First, if the steam is expanded too far in the 
high and then exhausted the receiver pressure will be so low 
that it will not be sufficient to supply the low pressure. 
Second, where the steam is expanded in both cylinders too 
much condensation, may take place. 

Q. 230. How does the Mallet Compound differ from other 
locomotives in the distribution of steam? 

A. The Mallet Compound is nothing more than two loco- 
motives coupled ,to different sets of drivers. The high pres- 
sure or rear engine using the steam direct from the boiler 
and exhausting it into a receiver where it is used by the 
low pressure. 

Q. 231. Explain how we get the use of both engines in 
starting a train? 

A. The use of both engines can be had in two different 
ways. First, by opening the starting valve and allowing 
the high pressure engine to exhaust out to the atmosphere 
and the low pressure to receive steam direct from the boiler 
past the reducing valve at a reduced pressure. Second, by 
leaving the starting valve in compound position the high 
pressure engine will then receive steam direct from the 
boiler and exhaust into the receiver, the low pressure cyl- 
inders will receive live steam from the boiler past the reduc- 
ing valve until such time as the receiver pressure is high 
enough to move the intercepting valve to compound posi- 
tion, when the reducing valve will close, shutting off the live 
steam and supplying the low pressure engine from the 
receiver past the intercepting valve. 



108 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 231. How is the American Mallet Compound changed 
from the compound to simple and back to compound again? 

A. The American Mallet Compound is changed from 
compound to simple by opening the operating or starting 
valve in the cab, allowing steam to flow to the separate 
exhaust valve piston and open the separate exhaust valve 
reducing the receiver pressure. The engine is changed 
back to compound again by closing the operating valve in 
the cab. The separate exhaust valve is often called the 
emergency exhaust valve. 

Q. 232. When is it necessary to use the operating valve 
to change the locomotive from compound to simple and from 
simple to compound? 

A. The operating valve should be used for simpling the 
engine when starting trains or when about to stall on a 
grade or in drifting and should be used to. change the 
engine back again as soon as the speed will permit. 

Q. 233. Suppose in starting the locomotive the forward 
engine did not take steam, where would the trouble be? 

A. This would indicate that the reducing valve was stuck 
in closed position and not letting any steam pass to the 
low pressure cylinders. 

Q. 234. Explain why the Mallet engine has more power 
when working simple than working compound? 

A. There are two reasons for the increased power, first 
due to live steam reaching the low pressure cylinders at 
about 40 per cent instead of about 30 per cent of boiler 
pressure. Second, due to the back pressure being reduced 
on the high pressure pistons. 



THIRD YEAR EXAMINATION 109 

Q. 235. What is the duty of the by-pass valves on the 
low pressure steam chests? 

A. The duty of the by-pass valves is to permit the pres- 
sure to circulate back and forth from one end of the cyl- 
inder to the other in drifting. 

Q. 236. What position should the reverse lever be in 
while drifting? 

A. The reverse lever should be dropped toward the cor- 
ner of the quadrant as far as possible. 

Q. 237. Why should the power reversing gear have the 
dash-pot kept full of oil? 

A. Because if the dash-pot cylinder is permitted to be- 
come empty the engine will reverse too fast and may cause 
a breakdown. 

Q. 238. Explain what can cause a blow at the stack while 
working the American Mallet locomotive compound. 

A. If there is a blow at the stack while working com- 
pound it 'is very evident that the strips, valve, or cylinder 
packing rings on either side of the low pressure engine are 
defective, or otherwise the emergency exhaust valve is allow- 
ing 'receiver pressure to escape out through the emergency 
exhaust pipe to the stack. In order to determine which is 
at fault place one side of the low pressure engine on the 
quarter and cover the ports. Open the cylinder cocks, 
or remove the indicator plugs and admit steam to the valve, 
noting if any unreasonable amount of steam appears at 
the cylinder cock. If not, then move the valve and admit 
steam into one end of the cylinder and test the cylinder 
packing. Also test the other side in the same manner. Cyl- 
inder packing should be tested from both ends of cylinder. 



110 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

In the event of not finding anything wrong with either low 
pressure engine, but there is a blow at the stack while, 
testing both sides with the starting valve in compound posi- 
tion, it is an indication that the emergency exhaust valve 
is leaking and should be examined. It is possible also for a 
by-pass valve to be causing a blow, but it should be borne 
in mind that when steam escapes past either by-pass valve 
on the low pressure engine, it will be indicated by a con- 
stant blow at the small pipe leading to the atmosphere 
between the two valves. 

Q. 239. How should a test be made to locate a blow in 
one of the high pressure engines or intercepting valve f 

A. There is no position that an intercepting valve can 
cause a blow at the stack, except when the simpling valve 
in the cab is in simple position and as the valve or cylinder 
packing on either side can also cause a blow in simple posi- 
tion, it will be necessary to place one of the high pressure 
engines on the quarter, cover the ports, open the cylinder 
cocks, admit steam to the valve and note if any unusual 
amount of steam appears at the cylinder cocks. Finding 
the valve in good condition, next test the cylinder packing 
by admitting steam to one end of the cylinder and noting 
if steam flows too freely at the other cylinder cock on the 
same side. Finding the valve and cylinder all right on that 
side, go over and test the other high pressure engine in the 
same manner. The simpling valve should be in simple posi- 
tion always when testing any part of the high pressure 
engines for blows. However, should a constant blow appear 
at the stack while conducting a test in this way it is likely 
due to a blow of live steam past the intercepting valve 
which can pass around the emergency exhaust valve and out 
through the emergency exhaust pipe to the atmosphere. 
Change the position of the simpling valve to compound. If 



THIRD YEAR EXAMINATION 111 

the blow stops it is a good indication that the intercepting 
valve is not making a seat or is broken. 

Q. 240. State the indications of a sticky reducing valve? 

A. In the event of a reducing valve sticking in closed 
position (compound) when starting the engine with the 
simpling valve in compound position there will be no steam 
pass to the low pressure engine; consequently, there will 
be no exhaust at the stack from the low pressure until the 
exhaust from the high supplies the low pressure engines 
with steam ; however, if the reducing valve sticks in open 
(simple) position and fails to close when the proper pres- 
sure has been obtained, while the engine is being operated 
in simple, too high a pressure will be obtained in the low 
pressure cylinders, which will more than likely cause them 
to slip. The gauge attached to the cylinders should reg- 
ister this pressure and call the attention of the engineer 
to the fact that the reducing valve is not performing its 
duty properly. The pressure valves in the front of the 
steam chest will open up when too high a pressure has 
been permitted in the steam chest. 

Q. 241. What will cause the American Mallet Compound 
to fail to simple when the valve in the cab is turned to 
simple position? 

A. The pipe leading from the valve in the cab to the 

emergency exhaust valve piston may be stopped up to test 
for this trouble. Open the pet cock at the bottom and note 
if steam flows out freely. If so the trouble may be in the 
packing rings on the emergency exhaust piston, allowing 
steam to pass by which can flow out through the exhaust 
pipe on the left side of the engine to the exhaust or the 
intercepting and reducing valve may be stuck. In order to 



112 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

determine which is at fault, take a position where you can 
watch the emergency exhaust piston rod and have some one 
operate the valve in the cab and notice if the rod moves in 
and out when the position of the valve in the cab is changed. 
If not, you have located the trouble. 

Q. 242. What might cause the engine to he slow in mov- 
ing from compound to simple when the valve in the cab is 
changed? 

A. The vent port at the forward end of the dash-pot 
stopped up. Hence, the pressure forward of the piston 
cannot escape, only past the packing rings; therefore, the 
movement of the intercepting valve will be slow. 

Q. 243. Does the oil that is delivered to the emergency 
exhaust piston oil the intercepting valve in any way? 

A. No, this pipe has no connection with the intercepting 
valve, therefore cannot deliver any oil to anything except 
the emergency piston. 

Q. 244. At what time can the oil that is delivered to the 
live steam passage at the back end of the intercepting valve 
reach the low pressure engines? 

A. This oil can only pass through the reducing and 
intercepting valves in simple position, but cannot pass 

through in compound. 

■ 

Q. 245. What becomes of this oil while the engine is in 
compound? 

A. The oil simply lodges in the live steam passage and 
remains there until the valves change back to simple posi- 
tion again. 



THIRD YEAR EXAMINATION 113 

Richmond Crossover Compound 

Q. 246. What will cause the Richmond Crossover Coin- 
pound to refuse to move when the high pressure engine is 
on the dead center when the throttle is opened? 

A. This trouble is caused by the reducing valve being 
stuck in closed position (compound) and the high pressure 
engine being unable to deliver any power, due to being 
•on the dead center. 

Q. 247. Are the troubles connected with the emergency 
exhaust piston and valve, and intercepting and reducing 
valve the same in the Richmond Crossover Compound as 
in the American Mallet Compound? 

A. Yes. The same valves are used in both locomotives; 
therefore, the instructions covering the Mallet compound 
will apply to the Richmond crossover type. 

Q. 248. Explain how either high or low pressure enkjine 
should be disconnected in case of a breakdown where it 
becomes necessary to cover the ports. (Mallet type.) 

A. In the event of any part of the locomotive breaking, 
just disconnect and cover the ports on either high or low 
pressure engine, right or left side, place the operating valve 
in the cab in simple position and use three engines. Also 
in case any two engines should become disabled on the 
road, cover the ports and use the others with valve in cab 
in simple position, using two engines only. 

Q. 249. When, working simple, how does the exhaust 
steam from the high pressure engines get to the atmosphere? 

A. The right cylinder exhausts through a pipe at the 
back which connects with a separate exhaust valve. The 
steam from both right and left then passes around the 
exhaust valve and thence through the small exhaust pipe 



114 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

on the left side which connects with the exhaust stand in 
the smoke arch. 

Q. 250. What should be done in the event- of the connec- 
tion between the high and low pressure engine breaking 
and no further damage being done? (Mallet.) 

A. Disconnect both low pressure valves, cover the ports 
and keep the cylinders lubricated, using the two high pres- 
sure engines only in simple. 

Q. 251. What can be done to bring the engine in under 
steam in the event of either low pressure steam chests being 
totally demolished? 

A. First method. Take out the intercepting and reduc- 
ing valves and block between the end of the reducing valve 
and the intercepting valve, so as to hold the reducing valve 
to closed position. Then replace the intercepting valve and 
remove the cap from the dash pop and block the dash piston 
forward (to closed position). Next place the starting valve 
in simple position, thus both low pressure engines will be 
out of service. The reducing valve being blocked in closed 
position will prevent any live steam escaping and the inter- 
cepting valve will prevent any receiver pressure passing 
out through the broken steam chest. Second method. Take 
off the intercepting valve cap and plug the live steam port 
leading to the reducing valve and replace the cap. Then 
take off the dash piston cap and block it forward and replace 
the cap. 

Blows and Breakdowns, Tandem Compound Locomotives 

Q. 252. What shoidd be done in the event of a high pres- 
sure piston rod breaking on a tandem compound? 

A. Just what should be done in a case of this kind 
depends on the nature of the breakdown, however, if the 



THIRD YEAR EXAMINATION 115 

rod should break close to the high pressure piston and*not 
knock out the high pressure cylinder head, remove the high 
pressure piston. This will make a receiver of the high 
pressure cylinder. The low pressure cylinder will be work- 
ing live steam all the time; however; if the rod breaks in 
a manner that this cannot be done or the cylinder head is 
knocked out, clamp the valve to cover the ports and arrange 
to lubricate the cylinder. 

Q. 253. What should be done if the low pressure piston 
rod breaks? 

A. If no further damage is done, the valve should be 
clamped so as to admit a small amount of steam into the 
back end. of the cylinder to hold the pistons forward. The 
main rod should be left up. 

Q. 254. What should be done if front cylinder head is 
knocked out? 

A. Disconnect the valve rod and clamp to cover the ports. 
Remove the indicator plugs from front end of low pressure 
cylinder and the back indicator plug from the high pressure 
cylinder and lubricate cylinders. 

Q. 255. What should be done in case of a broken valve 
stem f 

A. Disconnect the valve rod and clamp, so as to open 
back port a small amount. Next remove the indicator plug 
and keep cylinder well oiled through the openings. 

Testing for Blows 

Q. 256. How should a test be made to locate a blow in the 
high pressure valve or cylinder f 

A. Place the engine on the top quarter on the side to 
be tested. Cover the ports, open the cylinder cocks or 



116 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

remove the indicator plugs and open the throttle. If steam 
blows from the cylinder cocks, it indicates a defective main 
steam valve or by-pass valve. Examine the by-pass valve 
and if found perfect the trouble is in the valve, to test the 
cylinder packing. Admit steam to one end of the cylinder 
and note if steam shows at the opposite cylinder cock. 

Q. 257. How can a test he made to determine the condi- 
tion of the low pressure piston packing? 

A. Place engine on top quarter. Place reverse lever in 
back motion with starting valve open. Set the brakes and 
open the throttle and admit steam into front end of high 
pressure cylinder. This steam will then flow through the 
starting valve into the receiver and then into the front end 
of the low pressure cylinder. Therefore, if the steam flows 
out of the back cylinder cock it denotes either a leaky by- 
pass valve or cylinder packing, and by examining the by- 
pass valve will determine which is at fault. 

Q. 258. State hojw a test should he made to locate a hlow 
in the low pressure valve rings, Baldwin Tandem Com- 
pounds? 

A. To test the low pressure valve place engine on top 
quarter with lever in center notch. Next remove the choke 
plug from the lubricator on that side. Set the brakes, open 
the starting valve, also the steam valve to the lubricator and 
the throttle. Next move the reverse lever, so as to admit 
steam to either end of cylinder and permit a high pressure 
of steam to pass through the starting valve in the receiver, 
heating it up. Then move the reverse lever to the center 
notch and open the cylinder cocks of the low pressure cylin- 
der. This will draw all steam from that cylinder. If the 



THIRD YEAR EXAMINATION 117 

blow continues at the back cylinder cock, it denotes leaky 
ring on the back end of the valve, while steam blowing 
from the front cylinder cock denotes leaky rings on the 
front end or leaky intermediate piston rod packing. 

Q. 259. How can a test be made to locate leaky interme- 
diate piston rod packing? 

A. Place engine on top quarter. Set the brakes and place 
lever in forward motion. Open the cylinder cocks and 
throttle. If steam blows out of the front low pressure cyl- 
inder cock it denotes that steam is passing from the back 
end of the high pressure cylinder, past the packing into the 
front end of the low and out through the cylinder cock to 
the atmosphere. This test applies to either American or 
Baldwin Tandem Compound locomotives. 

Q. 260. How should a test be made for leaky packing 
rings on the high pressure valve of the Baldwin type? 

A. Place engine on top quarter with lever in center notch. 
Open the cylinder cocks, set the brakes and open the throttle. 
If steam then blows from the cylinder cocks of the high 
pressure cylinder the valve is leaking. 

Q. 261. How should a test be made to locate leaky piston 
packing rings on high pressure piston? 

A. Place engine on top quarter on side to be tested. Lever 
in back motion with starting valve closed. Set the brakes, 
open the throttle and fill the back end of the high pressure 
cylinder with steam. If steam flows from the front cylinder 
cock the cylinder packing is leaking. It should be borne in 
mind that the valve rings should be in good condition before 
making this test. 



118 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 262. Describe how a test should be made to locate 
leaky cylinder packing in the low pressure cylinder, Baldwin 
Tandem? 

A. Place engine on top quarter, lever in back motion. Set 
the brakes and block open the -back cylinder cock and open 
the throttle. If steam flows from the back cylinder cock 
the cylinder packing is leaking. (Starting valve open.) 

Q. 263. In the event of the piston rod breaking off close to 
the high pressure piston of a Baldwin Tandem, what should 
be done f 

A. Remove, the cylinder head, providing it is not broken, 
and take out the piston and replace the head and proceed. 
The high pressure cylinder will then act as a part of the 
receiver. The steam should be throttled in order to prevent 
too high a pressure reaching the low pressure cylinder. The 
starting valve should be open. 

Q. 264. What should be done in the event of a low pres- 
sure piston breaking? 

A. Disconnect the valve rod and cover the ports. If the 
broken rod will clear the moving cross-head the main rod 
need not be taken down. 

Breakdowns on the Balance Compound 

Q. 265. What shoxdd be done in the event of a broken 
high pressure main rod ? 

A. Remove the broken parts, block the cross-head in 
the back end of the guides and clamp the valve far enough 
ahead to open the front port a small amount, so as to admit 
steam into the high pressure cylinder. The starting valve 
must be left open in order to permit the steam to pass from 
the front end of the high to the back end of the low, which 



THIRD YEAR EXAMINATION 119 

will assist in lubricating the cylinders. The cylinder cocks 
should be blocked open. 

Q. 266. What should be done if the low pressure main 
rod breaks and no further damage is done? 

A. Remove the broken parts and clamp the valve back, 
so as to crack the back port and admit a little steam to the 
low pressure cylinder. Block the cylinder, cocks open and 
keep the high pressure cylinder well lubricated. 

Q. 267. How should an engine be disconnected in the 
event of a broken side rod or pinf 

A. Where all main rods are connected to one axle and 
the eccentrics to another, the broken side rod and its mate 
will have to be taken down and the engine towed in. In 
case the engine is a six-wheeler, and the back section 
breaks, the broken- parts and their mates need only be 
taken down. 

Q. 268, What should be done in case of a broken valve 
rod? 

A. Remove the broken parts if necessary and clamp the 
valve, so as to open the back steam port to* the cylinder, a 
small amount, open the starting valve. Leave the main 
rods up, take out the relief valves and keep the cylinders 
well lubricated through the indicator holes. 

Q. 269. What should be done in the event of the piston 
rod breaking close to the piston head? 

A. In the event of the high pressure rod breaking close 
to the piston and no damage being done, disconnect the 
valve rod and clamp the valve back, so ao to open the back 
port a small amount. This will admit steam to the back 
of the high pressure cylinder, holding the piston up against 



120 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

the bead, and it will also admit steam to the front end of 
the low, through the starting valve, which should be held 
open. This will assist in lubricating the low pressure 
piston. In the event of the low pressure -rod breaking, 
block the valve ahead, so as to crack the back port a small 
amount. This will let steam into the front end of the high 
and the back end of the low. The cylinder cocks should be 
open and the moving piston kept well lubricated. 

Testing far Blows While Running 

Q. 270. How can a blow in the valve or piston of a high 
or low pressure engine be located while running and tell 
which side it is on? 

A. It must be borne in mind that the steam used in the 
low pressure cylinders while working compound comes from 
the high pressure cylinders; therefore, if we get too heavy 
exhausts from one side it denotes that the high pressure pis- 
ton rings, valve or the bushing or by-pass valve are letting 
too high a pressure into the receiver. The starting valve 
may also allow live -steam to pass into the low pressure 
cylinder, causing heavy exhausts. Any blow at the stack 
while running must come from the low pressure cylinder 
valve or by-pass valve, as the high pressure engines have 
no direct connection to the atmosphere. 

Standing Tests for Blows 

Q. 271a. Explain how a standing test should be made to 
locate a blow in the high pressure valve or piston? 

A. To test the high pressure valve place that side with 
the pin on the bottom quarter with lever in center notch. 
Open the cylinder cocks and throttle. Steam blowing from 
the cylinder cocks of the high pressure cylinder will indi- 



THIRD YEAR EXAMINATION 121 

cate defective valve rings or bushing. To test the high 
pressure piston move the lever forward, admitting steam 
into the back end with starting valve closed, throttle and 
cylinder cocks open. Defective cylinder packing will per- 
mit steam to blow from the front cylinder cock. The indi- 
cator plugs can also be used instead of the cylinder cocks 
if necessary. 

Q. 271b. How can a test be made to determine the condi- 
tion of the packing rings on the low pressure valve and 
piston f 

A. Place engine on bottom quarter with the reverse lever 
in forward motion. Set the brakes, open the starting valve 
and open the cylinder cocks and throttle. If steam flows 
from the stack and back cylinder cock it indicates a leak 
past the valve piston or bushing. To determine which is at 
fault move the valve to cover ports ; if the blow continues 
the valve is at fault. Cylinder packing should always be 
tested from both ends of the cylinder, as defective bridge or 
bushing between the ports may be taken for defective cyl- 
inder packing rings. 

Walschaert Valve Gear 

Q. 272. Give a brief explanation of the Walschaert valve 
gear? 

A. The Walschaert valve gear is a radial gear placed 
entirely on the outside of the engine frame, only using one 
eccentric for both forward and backward motion. The 
valve receives a part of its motion from the cross-head, 
the remainder from the eccentric crank. The link block is 
raised and lowered instead of the link, as in case of a 
Stephenson link motion. It is also a constant lead gear. 



122 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 273. Is the Walschaert valve gear direct or indirect? 

A. The Walschaert gear is both direct and indirect. If 
the link block is carried in the bottom of the link going for- 
ward the gear is direct in forward motion and indirect 
backing up; however, if the block is in the top in forward 
motion the engine is indirect and will be direct backing up. 

Q. 274. What are the principal differences in the location 
of the Stephenson and the Walschaert valve gear and what 
are the advantages of the Walschaert? 

A. The principle difference is in the method of reversing 
and the method of imparting motion to the valve. With the 
Walschaert the block is raised and lowered, while with the 
Stephenson the link is raised and lowered. The Stephenson 
uses two eccentrics, whereas the Walschaert only uses one 
for both motions. The advantages of the Walschaert are 
that it is much easier to disconnect and maintain. Requires 
less oil and is not so likely to break down. It has no eccen- 
trics to obstruct the main axle, thus allowing much easier 
access to the main driving cellars. 

Q. 274. How is the lead affected by the movement of the 
reverse lever with the two gears? 

A. The lead is not affected by the movement of the re- 
verse lever, with the Walschaert valve gear in any man- 
ner as the lead is constant. Whereas, moving the reverse 
lever from the end of the quadrant to the center increases 
the lead with the Stephenson gear. 

Q. 275. In reversing, how do the two valve gears differ in 
the movement of the link block? 

A. With the Walschaert valve gear the block is raised 
and lowered, while with the Stephenson the link is raised 
and lowered. 



THIRD YEAR EXAMINATION 123 

Q. 276. What would you disconnect in the event of a 
broken eccentric crank, eccentric rod or arm on the bottom 
of the link or one side of the link trunnion? 

A. Remove the broken parts, block the link, block in the 
center of the link, disconnect the radius rod hanger and 
proceed. 

Q. 277. How much port opening would this give on each 
end? 

A. The valve would travel the amount of lead and lap 
each side of the center. Hence, you would have the amount 
of lead opening at each end. This would also enable you 
to lubricate the cylinder from the lubricator. 

Q. 278. In the event of the engine stopping on the dead 
center in case the link is blocked in the center of the link on 
the opposite side, how can she be moved off? 

A. Disconnect the lower end of the combination lever on 
the disabled side and move the lever so as to admit steam 
into one end of the cylinder, move the engine off the dead 
center and couple up the combination lever and proceed. 

Q. 279. What shoidd be done in the event of the main 
crank pin breaking? 

A. Remove all rods on that side and the side rods on the 
opposite side. Also remove all the broken parts of the valve 
gear on the disabled side. Block the cross-head securely in 
the back end of the guides,, disconnect the radius rod from 
the combination lever or the radius rod hanger from the 
back end of the radius rod, clamp the valve to cover the 
ports and proceed, using one main, rod only. 



124 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 280. What should be done in case of a broken main rod 
or main rod strap ? 

A. Remove the broken parts. Block the cross-head in 
back end of guides. If the pins will clear disconnect the 
radius rod from the combination lever and secure it to 
clear or take down the eccentric rod, cover the ports and 
proceed on one side. 

Q. 281. In the event of a broken union link cross-head 
arm or combination lever, what should be done? 

A. In the event of a broken cross-head arm or combina- 
tion leVer, the broken parts can be removed, the valve 
clamped to cover the ports and the radius rod secured up 
with a chain or wire; however, a much safer method is 
to take down the eccentric rod as there is danger of the 
movement of the radius rod cutting the wire. In case of 
a broken union link a substitute can sometimes be used in 
the form of a block of wood or an angle iron or any piece 
of iron that is somewhere near the same length. 

Q. 282. What should be done if the radius rod breaks? 

A. Remove the broken parts or tie them to clear. Take 
off the union link and tie the lower end of the combination 
lever to the back cylinder cock. Clamp the valve to cover 
the ports and arrange to lubricate the cylinder. 

Q. 283. What should be done if the valve rod, or yoke 
should break inside the steam chest f 

A. In the event of a valve stem breaking inside the chest 
on a piston valve engine, the radius rod should be discon- 
nected from the combination lever and tied up or the eccen- 



THIRD YEAR EXAMINATION 125 

trie rod taken down. The broken end of the valve rod 
should be clamped and the valve blocked back against it to 
hold the valve in place. Eemove the front valve head and 
place a block of the proper length and replace the head. 
Still another and much quicker method is to remove the 
port plug in the valve chamber, place a plug of wood and 
screw the port plug down on top of it. " This will act as a 
set screw holding the valve in place. In the event of a 
valve yoke or stem breaking on a slide valve, proceed just 
the same as in the case of a piston valve except that where 
there is relief valve in front of steam chest blocking can 
be placed in the relief valve to hold the valve back against 
the broken stem or yoke. 

Q. 284. How would you treat a broken reverse lever, 
reach rod reversing shaft arm? 

A. On some builds of engines it may be possible to place 
a block or bar across under the lifting arms on top of the 
frame, thus holding the link block in place. If this can 
not be done, place blocks in the links of such a length that 
the engine will handle the train and if necessary to back 
up, change the blocking. • 

Q. 285. What should be done in the event of a lifting 
arm or radius rod hanger breaking? 

A. Place blocks in the link in order to hold the link 
block in such a position as to enable the engine to handle 
the train. 

Q. 286. How can you tell from an outside viewpoint when 
the valve is central over its seat? 

A. When the combination lever is plumb the valve is in 
mid-position. 



126 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 287. What indicates whether the Walchaert valve gear 
is inside or outside admission? 

A. Inside admission the radius rod is coupled to the top 
of the combination lever. Whereas the outside admission 
must have the radius rod connected to the combination 
lever below the valve rod. 

Breakdowns on the Baker-Pilaid Valve Gear 

It must be borne in mind that the same rules that apply 
to engines equipped with the Stephenson and Walschaert 
valve gears apply to engines equipped with the Baker- 
Pilaid. In the following breakdowns broken springs, 
hanger, equalizers, frames, cylinder heads and all break- 
downs except those affecting the valve gear direct, there- 
fore only valve gear breakdowns will be treated. 

Q. 288. What should be done in case of a broken eccen- 
tric crank or rod? 

A. Remove the broken parts of the eccentric rod or crank 
and replace the pin that connects the forward end of the 
eccentric rod to the lifter bar. Next block or wedge be- 
tween the reverse yoke and the radius arm so as to hold the 
two together. By blocking in this manner the valve on the 
disabled side will travel the amount of lead and lap each 
'side of the center, thus opening the admission port at each 
end of the piston stroke, the cylinder can be kept lubri- 
cated. 

Q. 289. In the event of the engine stopping on the dead 
center on the good side, how can it be moved? N 

A. Disconnect the lower end of the combination lever and 
move the valve and admit steam into the cylinder, moving 



THIRD YEAR EXAMINATION 127 

the engine off the center. Then connect up the combination 
lever and proceed. 

Q. 290. What should be done to put the engine in condi- 
tion in the event of a broken reversing short arm, gear, 
reach rod, reverse yoke, radius arm or eccentric arm. 

A. Remove all broken parts, take down the eccentric rod 
and union link. The valve may be blocked with the back 
port slightly open, if the rules of the road permit it. If not, 
clamp the valve to cover over the seat and make provision 
for lubricating the cylinder. Also tie the combination lever 
to clear, remove the cylinder pressure valves in the cylinder 
heads if such is in use ; if not, the cylinder may be lubri- 
cated through the indicator opening. 

Q. 291. What should be done in case of a broken cross- 
head, yoke or union link? 

A. Block the valve in mid-position, disconnect the valve 
rod and secure the combination lever. Remove the cylinder 
relief valves or open the cylinder cocks and arrange to 
lubricate the cylinder. 

Q. 292. In the event of a broken combination lever or 
lifting bar breaking, what should be done? 

A. If the lower end of the combination lever breaks, take 
down the union link, disconnect the valve rod and clamp 
it the same as for a union link or cross-head arm, arrange 
to lubricate the cylinder and open the cylinder cocks so as 
to avoid compression. 

Q. 293. Shoidd the upper end of the combination lever or 
the lifting bar break, what shoidd be done? 

A. Remove the eccentric rod and union link and fasten 
the combination lever to clear all moving parts. Block the 



128 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

valve to cover the ports and arrange to block the cylinder 
cocks or relief valves open, if such is in use in the cylinder 
heads, so as to relieve any compression. Also arrange to 
lubricate the cylinder. 

Q. 294. In the event of a broken bell crank or gear reach 
rod, what should be done? 

A. Remove any broken parts. Block the valve to cover 
the ports. Make provisions for lubricating the cylinder and 
relieving the compression and proceed, using one side. It 
should be borne in mind that where the. rules on the road 
permit, the valve can be blocked with the back port slightly 
open in order to lubricate the cylinder. 



Breakdowns of the Improved Baker-Pilaid Valve Gear 

Q. 295. How would yon block the bell crank in order to 
hold it plumb? 

A. Holes are provided in the gear frame so that bolts 
can be placed each side of the bell, crank to hold it in place. 

Q. 296. What breakdowns make it necessary to block the 
bell crank in plumb position? 

A. A broken eccentric rod or crank gear connection, 
radius bar, reversing yoke, gear reach rod, horizontal arm 
or bell crank. 

Q. 297. What else should be done besides blocking the 
bell crank ? 

A. Remove all broken parts that might cause trouble. 



THIRD YEAR EXAMINATION 129 

Q. 298. What should be done in case of a broken combi- 
nation lever, union link, cross head arm, valve rod or verti- 
cal arm of bell crank f 

A. Remove the broken parts and clamp the valve in the 
proper position to cover the ports. Take down the eccentric 
rod and arrange to relieve compression and lubricate the 
cylinder the same as in any other case of a breakdown of 
this nature. 

Lubrication and Hot Bearings 

' Q. 299. What produces friction and what i"s the result of 

excessive friction f 

A. Lack of lubricati6n, improper bearing, due to being 
keyed up too tight. Broken brasses, sand and grit getting 
on the bearing. 

Q. 300. What is lubrication and what is its object? 

A. Lubrication is the introduction of a third body such 
as oil or grease causing a film to~be formed between the 
bearings, preventing them from coming in contact with 
each other. The object is to reduce the friction. 

Q. 301. Upon what does the amount of friction depend? 

A. The amount of friction depends upon the nature of 
the two metals. The condition of the surface, the speed and 
the weight resting upon the bearing. 

Q. 302. What examination should be made by the engi- 
neer to insure successful lubrication? 

A. In order to insure successful lubrication, the engineer 
should know that all bearings are right, all oil cups feeding 
properly, and oil holes open. He should also see that the 
proper grade of oil is used on each part of the locomotive. 



130 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 303. Is it bad practice to keep engine oil too near the 
boiler in warm weather? 

A. Yes. Where the oil is kept too close to the boiler in 
warm weather it becomes too thin, hence it will not have 
any body to it and will run off without giving the proper 
results. 

Q. 304. How would you care for a Jiot bearing when 
discovered hot on the road? 

A. This would depend considerably upon the nature of 
the bearing, the class of service and the distance from a 
terminal. I would first endeavor to locate the cause of the 
trouble and remedy it if possible. First, make sure that it 
was getting sufficient lubrication. See that it had the 
proper bearing, providing it could be inspected. If it was 
a bearing that needed packing and I could pack it, I would 
do so. If it needed brassing and it was in my power. I 
would rebrass it. 

Q. 305. Explain how you would put a brass in an engine 
truck without a jack. 

A. First remove the oil pipe from the top. Take out the 
oil cellar and place nuts or blocks under the jaws of the 
engine truck box on the binder. Then place a small stake 
against the corner of the truck at an angle of 45. Move 
the engine, thus raising the box of the brass. Then take 
the old brass out, replace it with a new one. Next let the 
box down, replace the cellar and oil pipe, oil it well and 
proceed. In the event of not having a new brass, use a 
car brass and in the event of not being able to secure a 
car brass a block of wood can be used instead. 



1 
THIRD YEAR EXAMINATION 131 

Q. 306. How would you treat a hot eccentric? 

A. First ascertain if the oil is reaching the bearing prop- 
erly. Next see that the strap is not too tight. Remove the 
plug in the cellar at the bottom of the strap. Take out the 
hair or waste, fill the oil cup and note if the oil reaches the 
cellar. In the event of the strap being too tight, place a 
liner top and bottom, being careful to see that the eccentric 
cam is not loose on the axle. Never put water on a hot 
eccentric. 

Q. 307. Bow would you treat a hot main pin? 

A. In the event of a main pin becoming heated sufficient 
to throw the babbitt, the engine should be kept going until 
all the babbitt is worked out; however, if the babbitt 
should fill up, the oil or grease plug in the bottom, remove 
the plug, put it in the fire and melt out the babbitt and 
replace the plug. Babbitt is not being used now in connec- 
tion with grease bearings. 

Q. 308. Explain how you would put a brass in a tank 
truck box without a jack? 

A. First remove the packing. Place blocking between 
the wheel and the bottom of the tank to prevent the weight 
on the other side, raising the wheel from the rail. Then 
stake the box up with a short stake by moving the engine. 
Take out the wedge and place the new brass in place, re- 
placing the wedge and pack the box and take out the block- 
ing. Then proceed. 

Q. 309. How would you treat a hot piston rod or cross 
head? 

A. In the event of a hot piston rod. See that the gland 
is tightened up properly and that the swab is well oiled 



132 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

with good oil. Should the cross head get hot in the guides, 
first see that it is not too tight. If so put in or take out 
liners as the case may require, according to the class of 
cross head ; however, it should be borne in mind that when 
the piston rod or cross head becomes hot that it may be 
caused by being out of line and should be treated 
accordingly. 



AIR BRAKE QUESTIONS AND ANSWERS TO 
THIRD SERIES 

Q. 1. Name the essential parts of the automatic brake 
and state the duties of each part. 

A. The essential parts of the automatic brake and the 
duties of each part are as follows : 1. The air compressor 
is for compressing the air and storing it in the main reser- 
voir and the other parts of the equipment. 2. The main 
reservoir for holding a store of air to release the brakes, 
recharge the brake pipe and auxiliaries and other devices. 
3. The pump governors for stopping and starting the pump 
when the proper pressure has been obtained. 4. The Duplex 
gauges are for the purpose of registering the pressure at 
all times. 5. The brake valve is for controlling the flow of 
air from the main reservoir to the brake pipe and other 
devices. "When charging up, and from the brake pipe and 
to the atmosphere in applying the brakes, and to blank all 
ports and hold the brakes applied while on lap. 6. The 
equalizing reservoir is for enlarging the volume in chamber 
D in order to enable a gradual reduction from chamber D 
in service. 7. The cut-out cock under the brake valve is to 
allow the brake valve to be cut out of service when the 
engine is second in train or at any time when necessary. 
8. The necessary piping and hose for connecting engines, 
cars, etc. 9. Angle cocks for closing the pipe at the rear 
or other ports in the train when necessary. 10. The cut-out 
cocks in the cross-over pipes in order to cut the brake out 
and permit the others to operate. 11. The triples for charg- 
ing the auxiliaries setting the brakes and releasing. 12. The 

133 



134 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

auxiliaries for holding a supply of air for operating the 
brake on that particular car. 13. The brake cylinder for 
receiving the air which is delivered against the piston when 
the power is developed. 14. The conductors valve in pas- 
senger service for stopping the train in case of emergency. 
15. The signal apparatus is also essential in passenger ser- 
vice for transmitting signals from cars to engine. 

Q. 2. Explain how an air compressor should be started 
and run on the road. 

A. In starting an air compressor all drain cocks should 
be open, the steam valve should then be opened allowing the 
piston to move slowly until the condensation has been 
worked out. The drains should then be closed and the 
compressor run slowly until 25 or 30 pounds have been 
obtained in the main reservoir in order to cushion the 
piston. It should then be run fast enough to maintain the 
pressure. However, not to exceed 140 single strokes per 
minute ; the larger pumps should not be run that fast, and 
the 8V2 C C. not over 110 strokes per minute. 

Q. 3. How should the steam end of the compressor be 
oiled? 

A. After the condensation has been worked out a few 
drops of oil should be fed to the steam end rapidly, then 
just enough to keep the pump in good condition. 

Q. 4. How should the air end of the compressor be 
-oiled f 

A. The air end of a compressor that is not supplied with 
a device for oiling from the lubricator should be oiled after 
the pump has been started. Running the pump slow, then 
open the oil cup and blow it out. Then close it, fill it with 



WESTINGHOUSE AIR BRAKE 135 

oil and open it as the piston is moving downward ; oil never 
should be admitted through the strainer. 

Q. 5. When first admitting steam to the compressor in 
what direction does the main valve and piston move? 

A. If the main valve and piston is not already to the 
right (or large end) it will move to the right opening the 
lower admission port, admitting steam to the lower end, 
causing the main steam and air pistons to make the up 
stroke first. 

Q. 6. With the main valve to the right, which end of the 
cylinder will receive steam first f 

A. The lower, as described in question 5. 

Q. 7. When the main steam piston completes its up 
stroke, how is its motion reversed in order to make the down 
stroke f 

A. The reversing plate on the top of the main steam 
piston engages the shoulder on the reversing rod, raising 
it and the reversing valve up closing the exhaust and open- 
ing the admission to the outer end of the large main valve 
piston, equalizing the pressure on both sides. The steam 
acting against the inner face of the small piston, then 
moves it and the valve to the left, exhausting the steam 
from the lower end and admitting steam to the upper end, 
causing the downward stroke. 

Q. 8. Explain the operation of the air end of the com- 
pressor during the up and down stroke. 

A. As the piston moves upward in the air cylinder, a par- 
tial vacuum is formed in the lower end of the cylinder, 
atmospheric pressure coming through the strainer raises 
the lower receiving valve, filling the cylinder. The air in 



136 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

the upper end is forced out past the upper discharge valve 
into the main reservoir. On the down stroke the piston 
forms a partial vacuum in the upper end. Atmospheric 
pressure passing through the strainer raises the upper re- 
ceiving valve, filling the cylinder. The air that was taken 
in on the up stroke is now forced into the main reservoir, 
past the lower discharge valve. Hence it will be seen that 
atmospheric pressure forces its way into the cylinders in- 
stead of being sucked in, as many term it. 

Q. 9. Give some of the causes for a pump running hot? 

A. Loose or broken packing rings on the air piston. 
Allowing air to pass from one end of the cylinder to the 
other. Discharge valve having too much lift broken or de- 
fective, allowing air to pass back from the main reservoir 
into the pump. Running the pump too fast against leaks 
or too high a pressure, stoppage in the passage ways, leading 
from the discharge valves to the discharge pipe or stoppage 
in the discharge pipe. 

Q. 10. What lift should the air valves have? 

A. 3/32 all around. 

Q. 11. In the event of the pump running hot on the road 
what should be done to cool itf 

A. In the first place an effort should be made to ascertain 
the cause, and then apply the remedy. If it is due to too 
high a speed reduce it, stop leaks, replace the discharge 
valves if possible as this is many times the cause of a pump 
running hot. 

Q. 12. How can a defective discharge valve be located? 

A. By the piston traveling much faster in one direction 
than the other and the pump heating. To make a standing 



WESTINGHOUSE AIR BRAKE 137 

test pump up a high pressure. Stop the pump and open the 
oil cup. Note if air continues to flow out ; if so it denotes a 
defective upper discharge valve. To test for the lower re- 
move the plug in the lower end of the air cylinder. When 
air escaping will indicate a defective lower discharge valve. 

Q. 13. Give some of the causes for a pump pounding. 

A. Air valves having too much lift. Nuts loose on lower 
end of piston rod. Pump loose on the brackets. Brackets 
loose on the boiler. "Water will also cause a pound. Some- 
times too much oil will cause a pump to reverse herself be- 
fore the completion of the stroke, causing a bad pound or 
short stroking. 

Q. 14. What will cause a blow on the up stroke only in 
the 9y 2 or 11-inch pump? 

A. Defective rings on the large end of the main steam 
valve piston, a leak past the upper end of the reversing rod 
in the cap nut. 

Q. 15. Name the defects in the 9y 2 or 11-inch pumps that 
will cause a blow during the up and down stroke. 

A. Defective packing rings on the main steam piston or 
gasket blown out between the upper end of cylinder and 
lower admission port. Main steam valve leaking. Revers- 
ing valve leaking. Rings on the small end of the main 
steam valve piston worn or broken, making ixvQ constant 
blows. 

Q. 16. What will cause a blow on the down stroke only? 

A. The copper gasket blown out between the upper end 
of cylinder and the exhaust port. 



138 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 17. If the pump stops, how can you tell quickly 
whether the trouble is in the pump or the governor? 

A. Make a reduction in the pressure that controls the 
governor. If the pump starts promptly the governor is 
stopping the pump. Another method is to inspect the gov- 
ernor and note if air is blowing from the relief port in the 
neck of the governor. If so the governor is stopping the 
pump. Still another way is to open the drip cocks to the 
live steam passage of the pump and ascertain if the pump 
is getting sufficient steam. 

Q. 18. What are the common causes for a pump stopping? 

A. Lack of lubrication, lost motion in the reversing rod 
plate and valve, nuts loose on the air piston rod in air end, 
defective rings on the main valve piston. 

Q. 19. What will cause a pump to compress air but in 
one direction only? 

A. Stuck or defective receiving or discharge valve, gasket 
blown out in bottom or top of air cylinder, packing blown 
out of the gland around the rod and oil cup open or plug 
blown out of the lower head. 

Q. 20. Will a defective air valve affect the operation of 
the pump, and why? 

A. Yes. When one valve is acting as a receiving valve 
and another as a discharge valve, the other two are per- 
forming the duties of check valve, therefore if they do not 
do this the air will not be discharged but will back up into 
the pump; in other words, defective air valves will cause 
the efficiency of the pump to be affected. 



WESTINGHOUSE AIR BRAKE 139 

Q. 21. How can a defective receiving valve he located? 

A. Run the pump slowly against a pressure and hold 
your hand or a lighted torch to the strainer. If air is 
discharged out on the up stroke, the upper receiving valve 
is defective. "Whereas, if the air is discharged out on the 
down stroke, the lower receiving valve is defective. There 
will be no air taken in as the piston is traveling toward the 
defective valve. 

Q. 22. What are an engineer's duties in regard to the 
pump on the road? 

A. The engineer should see that the pump is properly 
oiled and that the pump is not overtaxed by allowing it to 
run too fast and become heated. He should also see that 
the strainer is kept clean and free from dirt. 

Q. 23. If the pump stops on the road, what shoidd be 
do done to get it started? 

A. Close the steam valve to the pump for a few seconds, 
increase the lubrication, then turn on the steam. If this 
does not start it, tap the head lightly with a hammer or 
coal pick ; failing in this, remove the plug in the lower head 
and examine the nuts on the rod. Finding these 0. K. shut 
off the steam and remove the reversing cap and examine 
the reversing rod and plate. As the last resort, take off the 
large cap to the main valve piston, take out the main valve 
piston and valve and examine the rings. 

Pump Governor 

Q. 24. What is the duty of the pump governor? 

A. The duty of the governor is to automatically stop and 
start the pump when the proper pressure has been obtained 
in the main reservoir. 



140 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 25. Name the main operative parts in the "governor. 

A. The operative parts in the governor are as follows: 
The main steam valve and spring, governor piston, pin 
valve, diaphragm and diaphragm ring, diaphragm spindle, 
adjusting spring and screw. 

Q. 26. Explain in a general way the operation of the 
governor. 

A. "When the pressure under the diaphragm which is 
generally main reservoir, becomes greater than the tension 
of the adjusting spring, the diaphragm raises, unseating 
the pin valve, allowing air to pass down on top of the gov- 
ernor piston, forcing it downward, seating the main steam 
valve, stopping the pump. Until such time as there is a 
reduction below the diaphragm, when the adjusting spring 
will force the diaphragm down, seating the pin valve, the 
air above the governor piston will pass out through the 
relief port c, allowing the spring assisted by the steam to 
raise the valve and permit steam to flow to the pump. 

Q. 27. What does it indicate when air is Mowing from 
the hole in the governor spring casing? 

A. This indicates a cracked diaphragm or the spring 
casing is not properly screwed down. 

Q. 28. What does it indicate when air is blowing out of 
the relief port c in the neck of the governor while the pump 
is running ? 

A. This indicates a leaky pin valve or the governor is not 
adjusted properly. 



WESTINGHOUSE AIR BRAKE 141 

Q. 29. Name the defects that will prevent the governor 
from stopping the pump when the proper pressure has been 
obtained. 

A. Broken or badly leaking main steam valve or seat. 
Drip pipe stopped up. Governor piston stuck up. The port 
from the pin valve leading to the chamber above the gov- 
ernor piston stopped up, or stoppage in any portion of the 
governor pipe. Pin valve spring gone or broken. Regu- 
lating spring adjusted too tight or governor piston packing 
ring too loose. 

Q. 30. Name the defects that will cause the governor to 
stop the pump before the proper pressure has been obtained. 

A. Governor piston stuck down in its bushing. Pin valve 
broken or leaking badly, especially if the relief port c is 
stopped up. Regulating spring broken or adjusted too 
lightly. 

Q. 31. What effect will a stopped-up relief port c in the 
neck of the governor have? 

A. In the event of the relief port c in the neck of the gov- 
ernor being stopped up, it will prevent the pump from start- 
ing, as the air from above the piston cannot escape to the 
atmosphere. 

Q. 32. By what pressure is the governor operated when 
using the G-6 Brake Valves? 

A. By main reservoir pressure. 

Q. 33. By what pressure is the governor operated in high 
speed service? 

A. Both high and low pressure governor in high speed 
service is operated by main reservoir pressure, the low 
pressure of the old type having a cut-out cock in the pipe 
for the purpose of cutting it out. 



142 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 34. What is the object of the Duplex Governor? 

A. It is much easier on the pump to work against a low 
pressure while running along and standing in sidings, 
therefore by the use of two governors the low pressure con- 
trols the pump in full release and running, but is cut out 
of service on lap, thus giving the pump the privilege of 
accumulating a high pressure in the main drum for re- 
leasing the brakes and recharging. 

Q. 35. What pressure is necessary to loose, in cleaning 
the different governors, single governor D-8 brake valve, 
single or double G-6 in freight, and duplex in high speed 
passenger service f 

A. With the old D-8 brake valve close the cut-out cock 
under the brake valve, and place valve in service, and clean 
the governor without the loss of any pressure except what 
is in the pipe and equalizing reservoir. The governor is 
connected into main reservoir pressure direct with the G-6 
single. Therefore, close the cut-out cock under the valve 
and drain the main reservoir. The same rule will apply 
to the high pressure in both freight and passenger. Just 
close the cut-out cock and save the brake pipe pressure and 
bleed the main reservoir. However, to clean the low 
pressure in freight, close the cut-out cock and place the 
brake valve in emergency, and with the low pressure in 
high speed, passenger, just close the cut-out cock in the 
governor pipe and clean the governor without the loss of 
any air. 

G. 6 Automatic Brake Valve 

Q. 36. Name the positions of the brake valve and trace 
the flow of air through the valve in each position. 

A. The positions of the G-6 valve are full release, Run- 
ning, Lap, Service and Emergency. 



WESTINGHOUSE AIR BRAKE 143 

RELEASE POSITION 

In full release the main reservoir air which is on top of 
the rotary at all times is free to flow down through the direct 
supply port in the rotary valve into the cavity in the seat. 
Thence up under the bridge W into cavity C in the rotary, 
then down through the brake pipe port L to the brake pipe. 
At the same time air is flowing through the waring port R 
into the direct exhaust and to the atmosphere. Also through 
port J in the rotary and the preliminary exhaust port E 
into chamber D, and through the equalizing port G in the 
seat, thence from chamber D through port S to the equaliz- 
ing reservoir and black hand of the gauge. 

RUNNING POSITION 

Running position the air passes through port J 'in the 
rotary valve and through port E in the seat, into the slide 
valve chamber, moving the supply valve and piston to open 
position, flowing through the supply port in the seat of the 
feed valve, thence back into the brake valve, charging the 
brake pipe through the brake, pipe supply port L, also 
charging chamber D and the equalizing reservoir equal to 
brake pipe pressure, through the equalizing port G in the 
seat. 

lap position 

Lap position all ports are blanked, therefore no air can 
pass through the rotary in any direction. 

SERVICE POSITION 

In service position the pressure in chamber D and the 
equalizing reservoir is reduced through the preliminary 
exhaust port in the seat groove P in the rotary and the 
direct exhaust port in the seat, brake pipe pressure then 



144 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

raises the equalizing piston, allowing brake pipe air to 
escape to the atmosphere until brake pipe pressure is slight- 
ly less than chamber D, when the piston will assume closed 
position. 

EMERGENCY POSITION 

. "When the brake valve handle is placed in the fifth posi- 
tion (Emergency), cavity C in the rotary connects the 
brake pipe port L with the direct exhaust port K, thus mak- 
ing a direct and large opening from the brake pipe to the 
atmosphere. At the same time chamber D air is passing 
out through the preliminary exhaust E in the seat, groove 
P in the rotary groove H in the seat and the direct exhaust 
in the seat, to the atmosphere. 

Q. 37. Where does the main reservoir pressure begin and 
end? 

A. The main reservoir pressure begins on top of the dis- 
charge valves at the pump and extends to the top of the 
rotary and to the main drum side of the feed valve in run- 
ning position to the red hand on the air gauge pump gov- 
ernor and to all valves and devices operated by main reser- 
voir pressure, such as air sanders, bell ringers, door open- 
ers, grate shakers, etc. 

Q. 38. Where does the brake pipe pressure begin and 
end? 

A. Brake pipe pressure begins on the brake pipe side of 
the feed valve in running position of the brake valve and 
extends to the air gauge, the underside of the rotary and to 
the brake pipe side of the triple pistons ; also to the under 
side of the emergency valve in chamber Y, to the conductor 
valve on passenger cars and to the first closed angle cock 
in the brake pipe. 



WESTINGHOUSE AIR BRAKE 145 

Q. 39. Describe the effect of a cut rotary valve or seat. 

A. The effect of a cut rotary valve or seat would be to 
permit main reservoir air to pass into the brake pipe ; there- 
fore, if the leak was of sufficient amount it might cause the 
reduction during service to be so slow that the brakes might 
fail to apply. This defect sometimes prevents the carrying 
of excess pressure, especially on short trains, and will also 
have the effect of releasing the brakes when they are applied 
and the brake valve placed on lap. 

Q. 40. How would you do braking with a leaky rotary f 

A. Keep the handle of the brake valve in partial service 
position in order to keep the pressure in chamber D at the 
desired amount. 

Q. 41. How is the excess pressure regulated with the G-6 
brake valve f 

A. The excess pressure is regulated with the pump gov- 
ernor. The amount the governor is adjusted above the feed 
valve determines the amount of excess that can be carried. 

Q. 42. What is the purpose of the equalizing reservoir 
connected to the brake valve, and why is it necessary? 

A. The purpose of the equalizing reservoir is to increase 
the volume of air in chamber D. This is necessary in order 
to permit a gradual reduction being made from chamber D 
in service applications. 

Q. 43. What would be the effect if the pipe leading to 
the equalizing reservoir should become broken or leak 
badly f 

A. The effect of a broken or a badly leaking pipe any- 
where between the equalizing reservoir and the brake valve 



146 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

or gauge would be to cause too heavy a reduction to be made 
when the brake valve was placed in service ; therefore, if the 
pipe is broken or leaking badly it should be plugged or a 
blind gasket put in the pipe, cutting the reservoir out of 
service ; also . plug up the brake pipe exhaust under the 
brake valve and handle the brake valve very carefully in 
emergency position. Be very careful in closing the flow of 
air in order tov avoid the rush of air from the rear of the 
brake pipe building up and kicking off some of the head end 
brakes. 

Q. 45. Where does the first air come from that passes 
out of the brake valve in making a service reduction? 

A. The first air comes from chamber D and the equalizing 
reservoir. 

Q. 46. Where does the next air come from? 

A. The reduction of air from chamber D causes the 
equalizing piston to raise from its seat. The second reduc- 
tion comes from the brake pipe. 

Q. 47. What would be the result of leaving the handle 
of the brake valve in release too long and then return to 
running position? 

A. Leaving the brake valve in full release position too 
long will cause the brake pipe to overcharge; when the 
handle is moved to running the feed valve will assume 
closed position, when the leakage and back flow will cause 
the brakes to apply on head end of train. 

Q. 49. What reduction in brake pipe pressure will cause 
the brakes to apply fully in Service, Emergency? 

A. About two-sevenths (2/7) of any given pressure will 
cause the pressure to equalize with an 8" piston travel. 



WESTINGHOUSE AIR BRAKE 147 

In emergency it is only necessary to make a sudden and a 
heavy enough reduction to cause the head triple to move 
out and compress the graduating spring. Five or six 
pounds will usually accomplish this. However, it is good 
practice to place the brake valve handle in emergency posi- 
tion and leave it there until the stop is completed or the 
danger is past, at least. 

Q. 51. Where a tail hose is being used at the rear in back- 
up service, how should the brake valve be carried? 

A. The brake valve handle should be carried in running 
position when using the tail hose. 

Q. 52. What leaks in the brake valves will affect the opera- 
tion of the brake valve? 

A. Any leaks from the main reservoir into the brake pipe 
or chamber D will cause the reduction to be too slow or may 
destroy excess and cause the brakes to release when applied 
and the valve placed on lap. Any leak from chamber D to 
the atmosphere will have the effect of causing too heavy a 
reduction and might cause an emergency on a very short 
train. 

Q. 53. How shoidd a test for a leaky rotary valve or seat 
be made in a good, practical way? 

A. First test — Make a reduction of about 15 pounds, lap 
the brake valve, close the cut-out cock under the brake 
valve. If the black hand on the air gauge shows an increase 
in pressure, it indicates main reservoir air escaping past 
body gasket 32 in chamber D ; whereas, if a blow continues 
at the brake pipe exhaust under the brake valve it indicates 
main reservoir air escaping past the rotary, raising the 
pressure between the cut-out cock and the equalizing piston, 
causing the piston to raise. 



148 TREATISE ON THE .LOCOMOTIVE AND AIR BRAKES 

Second test — Place the brake valve in service position, 
draw all air from chamber D and the equalizing reservoir, 
then close the cut-out cock under the brake valve ; if the air 
continues to flow from the direct exhaust at the back it in- 
dicates a leaky gasket, No. 32; whereas, if the flow con- 
tinues at the brake pipe exhaust under the brake valve it 
is a leaky rotary. 

Straight Air Brake 

Q. 54. Name what additional ports are required to make 
a locomotive a combined automatic and straight brake. 

A. One reducing valve, one brake cylinder air gauge, one 
straight air brake valve, two double checks, two safety 
valves and the necessary hose and piping to make the con- 
nections. 

Q. 56. What pressure is the reducing valve supposed to 
be set at? 

A. Usually at 45 pounds. 

Q. 57. At what pressure is the safety valve set at? 

A. At fifty-three (53) pounds. 

Q. 58. What is the duty of the double check? 

A. The duty of the double check is to form a dividing 
line between the automatic and straight air brake, or, in 
other words, the leather seats on the check prevents brake 
cylinder air passing out through the exhaust of the triple 
valve, when using the straight air, and to prevent the escape 
of brake cylinder air through the exhaust of the straight 
air brake valve when using the automatic. 



WESTINGHOUSE AIR BRAKE 149 

Q. 59. How should .the straight air brake valve be oper- 
ated? 

A. In operating the straight air valve it is necessary to 
"use good judgment in building up brake cylinder pressure in 
order to avoid causing damage to the equipment ; therefore, 
the brake should be graduated on, and sometimes it is neces- 
sary to graduate it off to prevent the slack running out. 

Q. 60. In what position should the automatic brake valve 
be carried in when using the straight air, and why? 

A. The automatic should be carried in running when 
using the straight in order to obtain excess pressure. In the 
event of no excess pressure being carried there is a possi- 
bility of reducing the main reservoir pressure below the 
brake pipe. In applying the straight air this, assisted by 
the brake pipe leaks, may cause the triple piston to move 
down and build up a pressure on the automatic side of the 
double check. When the handle of the straight air is placed 
in release position the pressure on the automatic side of 
the double check will move it over and stop the exhaust at 
the straight air valve, preventing the brake from releasing. 
It is very essential that excess pressure be maintained when 
operating the straight air. 

Q. 61. In what position should the handle of the straight 
air brake valve be placed in when operating the automatic? 

A. The straight air brake valve should be in release when 
operating the automatic in order to prevent a pressure 
building up between the straight air valve and the double 
check, which might prevent the brakes releasing when the 
triple was moved to release. 



150' TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 62. When should the straight air be used? 

A. Straight air should be used in switching and spotting 
light engines at water tanks and coaling stations ; also some- 
times in descending grades in order to assist in holding a 
train while releasing and charging the train. On the other 
hand, when the train brakes are applied the engine brakes 
can be released. 

Q. 62. If the safety valve blows when the brake is applied 
with the straight air valve, how can it be known whether 
the trouble is in the reducing valve or the safety valve? 

A. Make a reduction of 20 pounds from brake pipe and 
note if the safety valve blows. If not, then the reducing 
valve is allowing too high a pressure to reach the brake 
cylinders. Another method is to place the straight air 
valve in application position and start the pump, and note 
how much pressure is registered on both main reservoir and 
brake cylinder gauge when the safety valve opens up. If 
the pressure raises too high it is the fault of the reducing 
valve. 

Triple Valves 

Q. 63. What is the duty of a triple valve? 

A. To charge the auxiliary, set and release the brake. 

Q. 64. Why is it called a triple valve? 
A. Because it performs three duties. 

Q. 65. How is the triple connected to the brake valve? 
A. By means of hose and piping called the brake pipe. 



WESTINGHOUSE AIR BRAKE 151 

Q. 66. Explain the duty of the triple piston, slide valve 
and graduating valve. 

A. The duty of the triple piston is to open and close the 
feed groove in the bushing and to operate the slide valve 
and graduating valve. The duty of the slide valve is to 
open and close the exhaust port, also to open and close com- 
munications between the brake cylinder and the auxiliary 
and in emergency to permit air to pass down through the 
removed corner on top of the emergency piston. The duty 
of the graduating valve is to graduate the flow of air from 
the auxiliary reservoir to the brake cylinder in partial ser- 
vice reductions. 

Q. 67. Explain the duty of the emergency piston. 

A. The duty of the emergency piston is to unseat the 
emergency valve in order to vent brake pipe air into the 
brake cylinder during emergency. 

Q. 69. What is the duty of the emergency valve in the 
quick action triple f 

A. The duty of the emergency valve is to vent air from 
the brake pipe into the brake cylinder in emergency and 
to prevent the brake pipe air from passing up into the brake 
cylinder in application position, or out to the atmosphere 
through the exhaust of the triple in release position. 

Q. 70. What is the duty of the check valve 15 in the 
triple? 

A. The duty of the brake pipe check 15 is to prevent brake 
cylinder pressure from passing out into the brake pipe when 



152 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

for any reason the brake pipe pressure has been reduced 
below the brake cylinder pressure. 

Q. 71. Describe the operation of the quick action triple 
in service? 

A. What a gradual reduction is made on the brake pipe 
side of the triple piston, the auxiliary pressure being the 
highest, moves the triple piston out until stopped by the 
graduating stem and spring, about half way in the bushing. 
The first movement of the triple piston closes the feed 
groove in the bushing, also moves the graduating valve, 
opening the service port in the slide valve. The collar on 
the end of the triple stem engages the slide valve, moving 
it out, closing the exhaust and bringing the service port in 
the slide valve in register with the service port in the seat, 
allowing air to pass from the auxiliary to brake cylinder, 
until the pressure in the auxiliary has been reduced slightly 
below the brake pipe, when the triple piston and graduating 
valve will move toward release position, closing the service 
ports in the slide valve. However, if a full service reduc- 
tion is made, the triple piston will remain out in service in- 
stead of moving back to lap. 

Q. 72. What is the meaning of an over-reduction? 

A. The meaning of an over-reduction is reducing brake 
pipe pressure below what the auxiliary and brake cylinder 
will equalize at in service. 

Q. 73. What is the result of an over-reduction? 

A. The result of an over-reduction is a waste of air, 
necessitating the pump working much harder to maintain 
the pressure. This also causes the brakes to be harder to 
release. 



WESTINGHOUSE AIR BRAKE 153 

Q. 74. Describe the action of the quick action triple in 
Emergency f 

A. When a sudden reduction is made in brake pipe 
pressure, the triple piston moves out quickly against the cap 
gasket, compressing the graduating spring, bringing the 
removed corner of the slide valve in register with the port 
leading to the top of the emergency piston. This allows air 
from the auxiliary to force the emergency piston and valve 
down, permitting the air from chamber y to flow to the 
brake cylinder. Brake pipe pressure then raises the check 
valve, passing into the brake cylinder. The emergency 
valve and check valve suddenly resume their seats, while 
the air from the auxiliary reservoir passes through port S 
in the end of the slide valve and the service port R in the 
seat, equalizing at about 60 pounds. 

Q. 75. What advantage is there in the emergency feature 
of the triple? 

A. First, the application of brakes can be obtained in 
much less time ; second, a higher brake cylinder pressure is 
obtained. 

Q. 76. Can any more brake cylinder pressure be obtained 
in emergency than in service with the plain triple? Why? 

A. No; because the plain triple does not vent any air 
from the brake pipe into the brake cylinder ; therefore, the 
auxiliary and brake cylinder cannot equalize at any higher 
pressure. 

Q. 77. Explain the advantage of venting brake pipe air 
into the brake cylinder in Emergency? 

A. There is two advantages : First, a much quicker appli- 
cation of the brakes can be had and, second, a higher brake 
cylinder pressure can be obtained. 



154 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Type K Triple Valve 

Q. 78. How can you distinguish the K triple from the H* 
under a car? 

A. By the lug cast on the top of the triple and the letters 
on the side. 

Q. 79. Does the K type of triple differ from the H triple 
in service application? 

A. Yes; the K triple vents a portion of brake pipe air 
into the brake cylinder in quick service. 

Q. 80. What are the two positions in the K triple that 
was not found in the H? 

A. Quick service and retarded release. Uniform recharg- 
ing is also obtained in the last named position. 

Q. 81. What advantages are to be gained by the quick 
service feature of the K triple? 

A. By each triple venting a portion of air from the brake 
pipe into the cylinder, thus assisting the brake valve in 
reducing brake pipe pressure. The brake can be applied 
more uniformly and in much less time. A higher brake 
cylinder pressure is also obtained with a given reduction. 

Q. 82. Explain the advantage of the retarded release and 
uniform recharging position of the K triple? 

A. The object of retarded release is to retard the releasing 
of the head end brakes in order to prevent the slack running 
out and causing damage to the equipment; whereas, uni- 
form recharging prevents the auxiliaries on the head end 
charging faster than those on the rear, thus preventing the 
reapplying of some of the head end brakes after the brakes 



WESTINGHOUSE AIR BRAKE 155 

have been released and the brake valve returned from full 
release to running. 

Q. 83. Explain how the K triple accomplishes these 
features. 

A. Quick service is accomplished by adding an extra port, 
which vents brake pipe air into the brake cylinder, making 
a local reduction at each triple. Retarded release is ac- 
complished by moving the triple past full release to re- 
tarded, making a smaller opening from the brake cylinder 
to the atmosphere than in full release ; also in this position 
uniform recharging is accomplished by causing the air from 
the brake pipe to pass through a feed groove about % the 
size of the one that is used in full release for charging the 
auxiliary. 

Q. 84. Will the retarded release work on all the triples 
in a long train f 

A. No ; only about 30 or 35 cars on the head end. 

Q. 85. What is the reason that the triples back of the 30th 
or 35th car will not work in retarded release? 

A. On account of the friction in the brake pipe the 
pressure cannot be raised fast enough to increase the brake 
pipe pressure three pounds above the auxiliary, which is 
necessary to move the triple to retarded release against the 
tension of the retarding spring, 

Q. 86. Is the buzzing noise heard with the K triple when 
charging up due to a leaky emergency valve f 

A. In some of the old types of K triples, this noise may 
be due to charging past the check through port y. In the 
later types of triples this in not the case. Therefore, a buz- 



156 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

zing noise and a blow at the exhaust of the retainer or triple 
would indicate a leaky emergency valve. 

It should be borne in mind that in case of an emergency 
valve leaking in any triple while the triple is in release posi- 
tion, the air will blow out through the exhaust port and 
retainer. 

High Speed Brake 

Q. 87. Name the parts that are added to the ordinary 
brake to make a high speed brake. 

A. A high speed reducing valve must be attached to the 
driver and tender brake cylinders. A special brake cylinder 
head and quick action triple must be applied to the tender 
brake cylinder. Two feed valves with a reversing cock and 
the necessary piping. Also an extra governor top and 
T in order to apply two governors. A cut-out cock is also 
necessary in the low pressure governor pipe. 

Q. 88. How much pressure is carried with the high speed 
brake t 

A. 110 pounds is usually carried in the brake pipe of 
a high speed train. 

Q. 89. Using a 110-pound brake pipe pressure, at what 
pressure will the brake cylinders and auxiliary equalize at 
in emergency application? 

s 

A. About 85 pounds. 

Q. 90. Explain how to change from low to high and high 
to low. 

A. To change from low to high, turn the handle of the 
reversing cock from left to right and close the stop cock in 
the low pressure governor pipe. In order to change from 
high to low, turn the reversing cock from right to left and 
open the stock cock in the governor pipe. 



WESTINCHOUSE AIR BRAKE 157 

Q. 91. Explain how the brake valve should be handled in 
picking up a car on the road and placing it in a high speed 
train. 

A. Where a car is placed in a high speed train, unless it 
can be supplied with a safety valve, the engineer should 
reduce his pressure by making a sufficient reduction to 
bring his pressure down to the standard before coupling on 
the car. 

Q. 92. Suppose a high speed engine makes a 10-pound re- 
duction from a 110-pound brake pipe pressure and leaves 
the brakes set, and an engine carrying 70 and 90 pounds 
couples to the train, how should the brake valve be handled 
to release the brakes? 

A. Make a reduction of about 10 pounds; lap the brake 
valve before cutting in the air ; when the air is cut in, and 
air stops blowing at the brake pipe exhaust, place the valve 
in release, and the brakes will release. 

Q. 93. What is the high speed reducing valve set at? 

A. The high speed reducing valve is adjusted to hold 60 
pounds on the brake cylinder on cars and tenders and 50 
pounds on the drivers. 

Q. 94. Describe the operation of the high speed reducing 
valve in service and in an emergency application? 

A. If during service application more than 24 pounds 
reduction in brake pipe pressure is made, brake cylinder 
pressure above the piston in the high speed reducing valve 
will compress the regulating spring, bringing the large end 
of the A shaped port in the slide valve in register with the 
exhaust port in the seat, allowing brake cylinder pressure to 
escape to the atmosphere at about the same rate as the triple 
is delivering it into the cylinder, preventing the pressure 



158 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

building up much past 60 pounds. However, in emergency 
the brake cylinder pressure is raised so rapidly that the 
piston and slide valve are forced down, bringing the upper 
end of the A port in register with the exhaust, reducing the 
size of the opening. As the brake cylinder pressure reduces 
above the piston, the regulating spring gradually moves the 
piston and valve up, increasing the opening. As the speed 
of the train is reduced, the escape of brake cylinder air 
becomes more rapid until the pressure is reduced to 60 
pounds, when the valve will close, holding the remainder 
of the air in the cylinder until released by the triple. It 
will be seen that as the speed is reduced the pressure in the 
brake cylinder is reduced also. 

L. Triple 

Q. 95. What class of service is the L triple used in? 
A. The L triple is used in passenger service only. 

Q. 96. How does the L triple differ from the present quick 
action triple? 

A. The L triple is a pipeless triple, the pipe connections 
all being made to a bracket attached to the brake cylinder 
head. The triple is also much larger; it has also a quick 
service and quick recharging feature. There is a supple- 
mentary reservoir attached that when cut into service assists 
in recharging the auxiliary and enables the brakes to be 
graduated offj and causes a high pressure to be obtained in 
emergency ; thus it will be seen that there are many desira- 
ble features in the L not contained in the old triple. 

Q. 97. What is meant by graduated release with the 
L.N.? 

A. The meaning of graduated release is raising the brake 
pipe pressure at intervals, allowing the brake cylinder air 



WESTINGHOUSE AIR BRAKE 159 

to escape to the atmosphere, a little at a time, instead of all 
the air passing out and entirely releasing the -brake. 

Q. 98. How does the triple operate in graduating of the 
brakes? 

A. When the brake pipe pressure is raised a certain 
amount, the triples are moved to release position. The slide 
valve connects the supplementary reservoir with the aux- 
iliary raising the pressure on the auxiliary side of the triple 
piston, causing the piston and graduating valve to move to 
graduating lap position until another raise in brake pipe 
pressure, when the triple piston and graduating valve will 
again move to release. 

Q. 99. In what position is the safety valve connected with 
the brake cylinder? 

A. In service the safety valve is connected to the brake 
cylinder, and limits the pressure to 62 pounds, but is not 
connected in emergency. 

Q. 101. What is meant by quick service feature of the L 
Triple? 

A. In the position known as quick service, each triple 
vents a portion of brake pipe air into the brake cylinder, 
reducing the time necessary to make a given reduction at 
the brake pipe exhaust of the brake valve. 

Q. 102. With the supplementary reservoir cut in and 
charged, at what pressure will the auxiliary and brake cyl- 
inder equalize at in Emergency, 90 pounds pressure ? 

A. About 86 pounds. 



160 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 103. Where does all the air come from that enters the 
brake cylinder in Emergency with the L Triplet 

A. From the brake pipe auxiliary and supplementary 
reservoir ; this is the reason for such a high pressure being 
obtained in emergency. 



Traiii Air Signal 

Q. 104. Name the parts that constitute the signal appa- 
ratus f 

A. Reducing valves, whistle signal valve, whistle valve, 
car discharge valve and necessary hose and piping ? 

Q. 105. Where are these valves placed, on the engine or 
cars? 

A. The reducing and signal and whistle valves are placed 
on the engine, whereas the car discharge valve is placed on 
the cars. 

Q. 106. What pressure is usually carried in the signal 
pipe ? 

A. With the improved type of reducing valve, 45 pounds, 
some of the first types carried only 25 pounds. 

Q. 107. If the signal line did not charge up, where would 
you look for the trouble? 

A. First inspect the reducing valve to see that it is cut 
in and properly adjusted. Slack off on some union in the 
pipe in order to ascertain if any air is passing through the 
reducing valve. If not, the restricted opening in the con- 
nection to the reducing valve should be examined for stop- 
page. 



WESTINGHOUSE AIR BRAKE 161 

Q. 108. Suppose the signal line charges up properly, but 
the whistle will not blow when the cord is pulled properly, 
where would you look for the trouble? 

A. First examine the whistle valve, especially if it is the 
old adjustable type. Take it off and make a reduction and 
note if air escapes from the pipe. If not, take the pipe off 
at the whistle signal valve and then test it again. Run a 
small wire up and see that the port leading up to the valve 
10 is open. You can also listen when a reduction is made 
and you can hear the valve raising and seating. The dia- 
phragm may be cracked or baggy or the valve may be dirty, 
or some of the ports stopped up. The valve 10 may be too 
loose or too tight. 

Q. 109. What causes the whistle to blow each time the 
brakes are released ? Explain. 

A. This indicates an overcharged signal line, due to de- 
fective reducing valve or adjusted too high. Where the 
pressure in the signal line is too high or equal to main res- 
ervoir the reduction in main drum pressure; due to the air 
flowing in the brake equipment, causes the pressure in the 
signal line to pass back through the reducing valve into the 
main reservoir, making a reduction in pressure, causing the 
whistle to blow. 

Q. 110. If the whistle gives a weak blast when the cord is 
pulled properly , where would you look for the trouble? 

A. A weak blast may be caused by any of the following 
causes : A low signal pipe pressure, the whistle valve may 
be full of dirt or may not be properly adjusted, if it is the 
adjustable kind, the passage in the bushing of the signal 
valve may be partly stopped up, a defective car discharge 
valve may not allow the reduction to be made fast enough 
to effect the signal valve. 



162 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 111. "What makes the whistle repeat the blasts when 
only one discharge of air has been made at the car discharge 
valve? 

A. If the whistle stem 10 fits too loosely in the bushing, 
the whistle is liable to give two or more blasts when the cord 
is pulled only once. This is due to the pressure in chamber 
A and B above and below the diaphragm equalizing too 
fast, hence the reduction in the signal pipe not having been 
completed causes a reduction in pressure above the dia- 
phragm, causing it to again raise, thus giving a second blast. 

Q. 112. What ivill cause the whistle to blow without any 
apparent cause f 

A. This is caused by a leak in the signal line at the same 
time, if the reducing valve is not working properly, when 
it closes, it may remain closed until such time as the leaks 
in the signal line have reduced the pressure, causing the 
whistle to blow. 

Q. 113. Explain how the cord should be operated in 
transmitting signals from cars to engine ? 

A. The car discharge valve should be held open about 
one second and left closed about three seconds in order to 
allow time for charging up the chamber below the dia- 
phragm, otherwise there may be only two blasts of the 
whistle where the cord is pulled three times. 

Q. 114. Will leaks in the signal line affect the working 
of the valve f 

A. Leaks in the signal line will affect the valve, due to 
the fact that when the car discharge valve is opened the 
leaks will cause a heavier reduction to be made than is nec- 
essary; therefore, this may cause only two blasts of the 
whistle when the cord is pulled three times. 



WESTINGHOUSE AIR BRAKE 163 

Q. 115. How should the whistle apparatus be tested be- 
fore leaving the roundhouse? 

A. By attaching a gauge and testing device to the signal 
hose at rear or front or both. 

Miscellaneous 

Q. 116. Trace the air through the airbrake system in 
charging up with the brake naive in full release position, 
starting at the brake valve? 

A. Main reservoir pressure is always present on top of 
the rotary valve, hence in release position air is free to 
pass down through the direct supply port in the rotary into 
the cavity in the seat, thence up under bridge "W into cavity 
C in the rotary and down through port L, leading to the 
brake pipe. At the same time, air is flowing through the 
feed port J in the rotary and the preliminary exhaust port 
in the seat to chamber D and the equalizing reservoir. Also 
through the equalizing port in the seat to chamber D. Main 
reservoir air is also passing through the warning port R 
in the rotary and the direct exhaust in the seat to the atmos- 
phere. The air is free to pass to the black hand on the 
gauge and all other devices that are operated by main res- 
ervoir pressure. The air passes through the brake pipe 
and over through the cross over pipe, cut-out cocks and 
strainer into the triple cylinder, thence through the feed 
groove in bushing over the top of the triple piston and 
through the feed groove in the shoulder of the triple piston, 
charging up the auxiliary reservoir, also raising the train 
pipe check valve, charging chamber Y to brake pipe pres- 
sure. Brake pipe pressure will extend to the first closed 
angle cock in the train and to the conductor's valve in pas- 
senger service. 



164 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 117. How long should the handle of the brake^ valve 
he left in full release when charging up at a terminal? 

A. Just until the train is charged, no longer. 

Q. 118. Should the engine equipment be tested before 
leaving the roundhouse? 

A. Yes. This is a very important part of the work, due 
to the fact that in the event of any trouble with the equip- 
ment the proper place to make complaint and have repairs 
made is at the roundhouse and not in the yard. 

Q. 119. How should this test be made? 

A. First see that the pump charges up the light engine 
in the proper time. After the pressure has been obtained, 
note that the governors control the pump properly, that the 
feed valve regulates the brake-pipe pressure and that the 
gauges register correctly. Test the sand blower and bell 
ringer and all parts that operate by air. Apply and release 
the brakes with both brake valves, if such is in use, and see 
that the brakes hold properly and have the proper piston 
travel. The signal should also be tested, hose blown out 
and everything about the locomotive should be known to 
be in good condition before leaving the roundhouse. 

Q. 120. What is the engineer's duty after coupling to a 
train relative to airbrakes? 

A. It is the duty of the engineer when coupling to a train 
with the old equipment to make a reduction of 10 or 12 
pounds, lap his brake valve just as the coupling is made 
and before the air is cut in. This will assist him in releasing 
his brakes on the engine and tender. "When the air is cut in 
he should place his valve in full release and note the amount 
the pressure falls. He should then pay strict attention to 



WESTINGHOUSE AIR BRAKE 165 

how long it takes to charge up the train. When the pres- 
sure is obtained, and he is requested to test his brakes, he 
should note the length of time the air blows at the brake 
pipe exhaust of the brake valve and if any triple sets in 
emergency. 

Q. 121. Why is a terminal test necessary? 

A. Because this is the only way the engineer has of know- 
ing that he has sufficient brakes to control the train. 

Q. 122. What is a running test? 

A. A running test is applying the brakes after the train 
is in motion, while working steam. 

Q. 123. Why is a running test necessary? 

A. Because it is quite possible for some one to turn an 
angle cock after a standing test has been made or the in- 
spectors may have made a mistake and failed to open all the 
angle cocks or may have coupled the hose wrong. Hence 
a running test is the ony safe course to pursue. 

Q. 124. What test is necessary after coupling up when 
cars have been set out .or picked tip or the make-up of the 
train changed in any way? 

A. A terminal test on the cars picked up and see that the 
other brakes set and release. 

Q. 125. When should a running test be made and how 
much of a reduction should be 1 made, passenger and freight? 

A. A running test should be made according to the rules 
of some roads: When engines have been changed, cars 
picked up or set out or when any change in the train has 
been made in any way approaching terminals, railroad 
crossing at grade, interlockers, ends of double track, meet- 



166 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

ing or passing points or approaching summits before de- 
scending a grade, on passenger a ten-pound reduction should 
be made and on freight just enough to obtain an exhaust of 
air at the brake valve exhaust, so as to determine the num- 
ber of cars cut in. 

Q. 126. What is the leakage groove in the brake cylinder 
for and where is it located? 

A. The leakage groove in the brake cylinder is for the 
purpose of allowing the air to pass out to the atmosphere 
and not .apply the brake. When some sensitive triple has 
been moved out to light service or lap, due to the brake 
pipe leakage, thus causing the slide valve to close the ex- 
haust, on modern brake cylinders the groove is located in 
the side of the cylinder at the piston end. 

Q. 127. What has the piston travel got to do with the 
amount of cylinder pressure obtained? 

A. The shorter the piston travel the higher will be the 
pressure at which the auxiliary and brake cylinder will 
equalize at. However, the piston travel must not be too 
short, as it must travel over the leakage grooves and must 
also be long enough to give shoe clearance. 

Q.128. With seventy pounds brake pipe pressure and 
eight inches piston travel, what brake cylinder pressure 
will be obtained in full service application? Why? 

A. Fifty pounds, because in addition to building the 
pressure in the brake cylinder to fifty pounds gauge 
pressure, the auxiliary reservoir must be large enough to 
make up for atmospheric pressure, which is not registered 
on the gauge. Hence the auxiliary is usually about 3i/o 
times the size of the brake cylinder with 8-inch piston 
travel. 



WESTINGHOUSE AIR BRAKE '167 

Q. 129. When and how can more pressure than 50 pounds 
he obtained in the brake cylinder? 

A. By shortening the piston travel. By raising the brake 
pipe and auxiliary pressure and making over a 20 pounds 
reduction. By applying the brakes, turning up the retain- 
ers, releasing, recharging and reapplying again. By apply- 
ing the automatic on top the straight (also emergency). 

Q. 130. When applying the brakes in service, can you. 
detect if any brake in the train sets quick action? Explain. 

A. If during service any brake in the train sets quick 
action, the brake pipe exhaust at the brake valve will stop 
sudden. This is due to the brake pipe pressure being re- 
duced below, the pressure in chamber D. Oh account of 
the triple that moved to emergency, causing the other 
triples to assume emergency, thus causing each triple 
to take a portion of air from the brake pipe and vent it 
into the brake cylinder. The black hand on the air gauge 
will also indicate a fall in pressure. 

Q. 131. If one quick action triple goes to emergency, will 
the others follow? 

A. Yes ; due to the reasons as explained in question 130. 

Q. 132. How can a triple that sets quick action during 
service be located? 

A. If the triple is operating in a short train it can some- 
times be located by making a reduction of four or five 
pounds; lap the brake valve and inspect the train for a 
piston that has not moved out. If one is found, then have 
the engineer make another reduction and watch the piston 
to see if it moves out quickly. However, if the defective 
triple is in a long train the best method is to cut the train 
in sections. For example, close the angle cock back of the 



168 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

25th car and make a test; finding them 0. K., cut in five 
or six more until the defective triple is found. Then cut it 
out, bleed the auxiliary and test the brakes over again. 
The triple should be carded. 

Q. 133. In descending a grade, how can a train he lest 
kept under control? 

A. A train can be best kept under control in descending 
a grade by turning up retainers. If the per cent of grade 
is sufficient to require it. By taking advantage of the flat 
parts and curves to release and recharge, charging as much 
as possible in full release position of the brake valve, never 
allowing the train to reach too high a speed. It should 
always be borne in mind that as the speed increases, the 
friction between the brake shoe and the wheel decreases, 
hence it is more difficult to hold the train when the speed 
is allowed to become high. 

Q. 134. Should the air gauge be watched closely while 
descending a grade? 

A. Yes ; the engineer should watch the air gauge in order 
to ascertain the amount of pressure he has in his brake 
pipe at all times. 

Q. 135. What kind of a valve is a retainer valve 
classed as? 

A. A retainer valve is a weighted valve held to its seat 
by its own weight. 

Q. 136. Explain the operation of the retainer, and when 
should it be used? 

A. When the handle of the retainer is turned up and the 
brake released, the air from the brake cylinder raises the 
weighted valve from its seat and passes out through the 



WESTINGHOUSE AIR BRAKE 169 

small port in the front, reducing the pressure gradually 
down to 15 pounds, or whatever the valve is desired to hold. 
The retainer should be used in descending a grade where 
the per cent requires it to assist the engineer in holding 
the train. 

Q. 137. How large is the port in the front of the valve 
cap that is used where the handle is turned up? 

A. The exhaust port in the retainer is ^ inch diameter 
for 6, 8 and 10-inch cylinders, and % inch in diameter for 
12, 14 and 16-inch cylinders. 

Q. 138. Does the brake release any slower until it gets 
down to 15 pounds? 

A. Yes; it takes the brake cylinder pressure about 25 
seconds to reduce from 50 pounds to 15 with 8-inch cyl- 
inder and 8-inch piston travel. 

Q. 139. What defects in the retainer will cause it to 
become ineffective? 

A. Retainer will be ineffective due to any of the follow- 
ing causes : A leaky packing leather in the brake cylinder, 
a leak in the union in the retainer pipe near the triple, or 
where the retainer is screwed on to the pipe at the top, dirt 
on the seat of the valve, or the plug leaking. 

Q. 140. If the train breaks in two, what should be done 
to get the train under way wgain promptly? 

A. First lap the brake valve, close the throttle valve, 
whistle a broke in two signal and have the angle cock 
closed on the rear of the first section as soon as possible. 
If there is a space between the two sections, when the 
proper signal is given, back up and just as the coupling 
is made make a reduction of 12 or 15 pounds, lap the valve. 



170 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

and pump full excess pressure. "When this has been ob- 
tained and angle cocks open, place the valve in release 
position and note the pressure at which the black and red 
hand equalize at. In the event of the brake pipe pressure 
not being high enough to assure a release of the brakes (70 
pounds), the valve should be placed on lap until sufficient 
excess is secured to raise the pressure in the brake pipe 
promptly to where it will release the brakes. It should be 
borne in mind that brakes should never be pumped off 
after an occurrence of this kind. The object of making a 
reduction before cutting in the air is to block the 
emergency. 

Q.141. What is the danger of applying and releasing 
the brakes repeatedly on grades with light reductions? 

A. Making light reductions at too frequent intervals in 
descending a grade is very dangerous, as it is likely to 
cause the auxiliary to become depleted, hence the reduc- 
tions should be heavy enough to. bring the speed of the 
train down low enough to permit the auxiliaries to be 
fully recharged before the brakes are again applied. 

Q. 142. Is it important to have driver brakes in good 
order f Why? 

A. Driver brakes should always be kept in good order 
because they are the best brake in the train, as the driver 
brakes are equal to the braking power on several cars. They 
are also used many times when not attached to the train, 
for spotting at water tanks, coal chutes, switching, etc. 

Q. 143. How should a stop be made with a long freight 
train at a water tank or coal chute ? 

A. The train should be brought to a standstill some dis- 
tance from the tank or coal chute, the locomotive detached, 



WESTINGHOUSE AIR BRAKE 171 

and get water or coal, couple up, and see that all the brakes 
are released and proceed. Ample time should be allowed 
for the brakes to release before starting. 

Q. 144. What is the proper method of handling the brake 
valve just as the stop is being made on a long train? Why? 

A. Just before coming to a stop, say 75 feet from where 
the train is going to stop, make a reduction and heave air 
blowing at the brake valve exhaust. When the train comes 
to a stop. This has the effect of causing the brakes to be 
setting harder, thus preventing the slack from running out. 

Q. 145. Should an engine ever be reversed with the 
driver brakes applied?' Why? 

A. Reversing an engine while the brakes are applied is 
liable to cause the driving wheels to lock and slide, thus 
reducing the holding effect, as the engine does not hold as 
much sliding as she does when the wheels are turning with 
the proper brake shoe pressure against the wheels. This 
is also likely to cause flat spots on the drivers. 

Q. 146. If while making a stop with a freight train the 
drivers slide, how can they be started turning? 

A. Where an independent driver brake release is at- 
tached, reduce the pressure in the driver cylinders until 
they start turning. However, where no independent release 
is used, place the reserve lever in full gear in the direction 
the engine is going and open the throttle. If this does not 
start them to turning, throw the lever in back and then 
ahead. If this fails it is better to take a chance on breaking 
in two than to put flat spots on the drivers. 



172 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 147. What is the proper piston travel for engine 
brakes, tender brakes, car brakes? 

A. American driver brakes should have a piston travel 
from 4 to 6 inches ; cam driver brakes, 2 to 4 inches ; tender 
and car brakes, 6 to 8 inches, standing travel. 

Q. 148. What is important with regard to the handling 
of the air brake? 

A. Before attempting to handle an air brake train the 
engineer should know that he has the proper pressure, that 
all parts of the air brake apparatus are in good working 
order. Also important that he should know the road, and 
that he makes the proper reduction and has the proper 
excess pressure before attempting to release the brakes. 

Q. 149. What; is generally the cause of a failure of the 
air brake to work? 

A. When air brakes fail to work it is generally caused by 
some one failing to do the right thing at the right time. 



E. T. Equipment 

Q. 150. What is the No. 6 E. T. equipment? 

A. The E. T. No. 6 equipment supersedes the No. 5, as 
it has some features in it that are superior to the No. 5, 
the term E. T. meaning engine and tender. 

Q. 151. Is the operation of the train brakes affected by 
the E. T. equipment? 

A. No ; not in any way. 



WESTINGHOUSE AIR BRAKE 173 

Q. 152. What different features of operation are ob- 
tainable with the E. T. equipment? 

A. The features in the E. T. equipment that could not be 
obtained in the old type are as follows : 1. The brakes on 
the engine and tender can be held applied while releasing 
the train brakes. 2. The engine brakes can be graduated 
off with either automatic or independent brake valve. 3. The 
engine and tender brakes can be applied or released with 
the independent regardless of what position the automatic 
brake valve is in. 4. The E. T. has a maintaining feature 
that will maintain the brake cylinder pressure against any 
reasonable brake cylinder leaks. 5. Long piston travel does 
not effect the braking power except that the brakes may be 
a little slower in setting and releasing. 6. A much higher 
brake cylinder pressure can be obtained in emergency than 
in service. 7. The apparatus can be changed from low to 
high and back again by means of one double pressure feed 
valve, thus eliminating the use of an extra feed valve pip- 
ing and reversing cock (as of old). 

Q. 153. Name the essential parts of the E. T. equipment. 

A. The automatic brake valve; the independent valve; 
double pressure feed valve ; reducing valve to the inde- 
pendent brake valve ; the large and small Duplex air 
gauges; the distributing valve, which performs the duties 
of two triples and auxiliaries; the dead engine feature; 
non-return check for the signal in passenger service, and 
the necessary piping and cut-out cocks. 

Q. 154. Name the positions of the H. 6 orake valve. 

A. Release, running, holding, lap, service, and emergency 
positions. 



174 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 155. When should holding position be used? Explain. 

A. Holding position should be used when it is necessary 
to feed air into the brake pipe' and at the same time hold 
the driver brakes applied. For example, suppose the brakes 
have been released on the train by placing the brake valve 
in release position. The engine brakes being held on in- 
stead of the engine brakes being released. Suddenly the 
brake valve handle should be moved from release to hold- 
ing, then the brake on the engine and tender graduated off 
by moving the handle from holding to running several 
times. This may avoid breaking draw bar on knuckle. 
Holding position can also be used to good advantage some- 
times in making a stop with a passenger train where it is 
desired to hold the slack, which can be accomplished by 
exhausting all of the brake cylinder air but a small amount, 
then moving to holding until ready to start. 

Q.156. How many positions has the S. 6 brake valve f 
Name them. 

A. The S. 6 brake valve has five positions: Full release, 
running, lap, slow service, and quick service. 

Q. 157. From where does the S. 6 brake valve get its sup- 
ply of air? 

A. The S. 6 brake valve is supplied with air through 
the reducing valve, usually set at 45 pounds. 

Q. 158. What controls the amount of air that can be 
obtained in the brake cylinder with the E. T.f 

A. The pressure in the application cylinder controls 
brake cylinder pressure at all times. 

Q. 159. Explain how this is done. 

A. It should be borne in mind that brake cylinder 
pressure extends to the inside or slide valve side of the 



WESTINGHOUSE AIR BRAKE 175 

application piston. Therefore, when a given pressure is 
built up in the application cylinder, the application piston 
and valve is moved to the right, the graduating spring is 
compressed. Hence when the pressure on the brake cyl- 
inder side of the application piston becomes equal or a lit- 
tle higher, the graduating springs will assist the air in 
moving the piston and application valve back to lap, thus 
governing the brake cylinder pressure. 

Q. 160. What is the purpose of the safety valve ? 

A. The purpose of the safety valve is to guard against 
too high a brake cylinder pressure. It is connected with 
the application cylinder at all times, except automatic lap, 
and is adjusted at 68 pounds. 

Q. 161. What parts compose the dead engine feature? 

A. A.small amount of piping, a cut-out cock, non-return 
check and hair strainer. 

Q. 162. What is the purpose of the dead engine feature? 

A. The purpose of the dead engine feature is to charge 
up the main reservoir and equipment on an engine when 
dead or on account of a pump failure by cutting out the 
automatic valve and cutting in the dead engine feature the 
brakes can be operated on the engine. 

Q. 163. Should the cut-out cock always be closed except 
when the pump is inoperative or the engine is dead in a 
train? 

A. In the event of the non-return check leaking and the 
cut-out cock was open, air from the main reservoir might 
leak back into the brake pipe and cause the brakes to 
release while valve was on lap. It should always be cut- 
out except when the engine is dead in a train or the 
pump is inoperative on the second engine in a train. 



176 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 164. Can the brake on a dead engine be controlled 
with the independent the same as with live engine? 

A. Yes; the brake can be applied or released just the 
same as if the engine was alive if there is air in the equip- 
ment. 

Q.165. In what position should the automatic and inde- 
pendent brake valves be placed in when using the dead 
engine feature? 

A. In running position always. 

Q. 166. Is there any provision made for cutting out the 
driver and tender brake? 

A. There are cut-out cocks placed in the cylinder pipes 
in order to cut-out one section and allow the other to work. 

Q. 167. Where does the signal line get its supply of air 
from with the E. T.? 

A. From the same source as the independent brake valve 
(the reducing valve). / 

Q. 168. What is the proper position for the brake valve 
hamdle and cut-out cocks before starting the air pump? 

A. The cut-out cocks should be open and the brake valve 
handle in release position. 

Q. 169. In what position should the automatic brake valve 
be in to release the locomotive brakes? 

A. Running position is the only release position for the 
locomotive brakes. 

Q. 170. Is the operation of the train brakes affected in 
any way by the independent brake valve? 

A. No; the independent brake valve will not affect the 
train brakes in any way. 



WESTlNGHOUSE AIE BRAEE 17? 

Q. 171. In the event of the driver brakes sliding while 
making a stop, cqm they be released without affecting the 
train brakes? 

A. The locomotive and tender brakes can be released at 
all times without affecting the train brakes by using the 
independent in release position. 

Q. 172. Is there amy other position except running and 
release with the H. 6 brake valve that wiU release the train 
brakes? 

A. Holding position of the H. 6 brake valve will release 
the train brakes just as well as running. 

Q. 173. What type of governor is used in the E. T. equip- 
ment? 

A. The S. F. 4 pump governor was in general use at one 
time. However, some roads have gone back to the single 
governor and some to the old type double governor S. D. 5 
with a single pipe connection to each governor. 

Q. 174. Describe the difference between the old type gov- 
ernor and the 8. F. 4 used with the E. T. 

A. The excess or low pressure top of the S. F. 4 gov- 
ernor was controlled by feed valve pressure in addition to 
a 20-pound spring; that is, whatever pressure the feed 
valve was adjusted for was delivered on top the diaphragm 
the spring only controlled the excess pressure. Hence any 
failure on the part of the double pressure feed valve 
affected the governor and in like manner the pump. Where- 
as, the old types of governors were adjusted entirely by 
the adjusting spring. Any failure on the part of the 
feed valve did not affect the governor or pump. 



178 TREATISE ON THE LOCOMOTIVE AND AIK BRAKES 

. Q. 175. In what positions of the brake valve does the 
low pressure top of the S. F. 4 governor control the pump? 

A. In release running and holding. 

Q. 176. Where does the maximum head of the $. F. 4 
governor control the pump? 

A. The maximum head controls the pump when the 
brake valve is in lap service and emergency. 

Q. 177. What would be the effect if the pipe to the spring 
chamber (top pipe) of the excess pressure head of the gov- 
ernor broke off? 

A. The effect would be to reduce the pressure above the 
diaphragm, allowing it; to raise and stop the pump. 

Q. 178. What should be done in a case of this kind? 

A. Close up the end of the broken pipe and place a blind 
gasket in the lower pipe, or screw down on the adjusting 
screw until this is solid. 

Q.179. What would be the effect if the lower pipe to 
the excess pressure governor broke off? 

A. Aside from a waste of main reservoir air, the only 
effect this would have would be to cut that governor out of 
service, allowing the high pressure to take control of the 
pump. 

Q. 180. What should be done to overcome this trouble? 

A. Close up the broken pipe and proceed. You will 
carry more excess pressure than before; however, that 
will do no harm if properly handled. 

Q. 181. With either pipe plugged to the low pressure 
governor, what will control the pump? 

A. The high pressure governor will control the pump in 
all positions of the brake valve. 



WESTINGHOUSE AIR BRAKE 179 

Q.182. What would be the effect if the pipe to the 
maximum governor broke off, and what should be done? 

A. In the event of the pipe to the maximum governor 
breaking off, there will be no governor to control the pump 
on lap service or emergency. The end of the broken pipe 
should be closed up and guard against too high a pressure 
being obtained while the valve is on lap service or 
emergency. 

Q. 183. What type of feed valve is used with the H. 6 
brake valve? 

A. The B. 6 or double pressure feed valve is used with 
the H. 6 brake valve. 

Q. 184. Where is this feed valve located? 

A. In the feed valve pipe; therefore, the pressure is^ re- 
duced before it reached the brake valve. 

Q. 185. How does the B. 6 feed valve differ from- the 
other types in regard to adjustment? 

A. The B. 6 feed valve is adjusted by hand by means 
of an adjusting wheel' and quick turn screw; whereas, the 
other types must be adjusted by a wrench. 

Q. 186. Is there any difference between the double 
pressure feed valve used with the H. 6 brake valve and the 
reducing valve or C. 6 single pressure used in connection 
with the independent brake valve ? 

A. Only in the adjusting feature. The inside or feed 
valve part is the same, therefore could be changed in case 
of failure on the part of the double pressure valve. 



180 TREATISE ON THE LOCOMOTIVE AND AtR BRAKES 




Fig. 1. Type S Single Top Steam Compressor Governor, Closed 



TYPE S SINGLE TOP GOVERNOR 

Fig. 1 shows a view of the single type governor in closed 
position. By a careful study of this governor the reader 
will be able to understand any and all governors, as they 
all operate alike. Main reservoir pressure enters at the 
connection marked M. R., passing into chamber A under- 
neath the diaphragm 42, which is held in place by the 
diaphragm ring 43. The governor is adjusted by means 
of the adjusting screw 40. When the pressure below the 
diaphragm in chamber A becomes slightly stronger than 
the tension on the adjusting spring 41, the diaphragm is 
forced uuward, unseating the pin valve B, allowing main 
reservoir air to pass down through port B on top of the 
governor piston 28, forcing it down against the resistance 
of the spring 31 and the steam pressure under the main 
steam valve, seating the steam valve, preventing steam from 
passing in at B and out at P until such time as the pressure 
in chamber A under the diaphragm becomes less than the 
tension of the adjusting spring, when the pin valve will 
become seated. The air above the governor piston will 
then pass out through the relief port C in the neck of the 
governor, allowing the steam to raise the valve 26 and pass 
freely to the pump. * The drip pipe at X is for the purpose 
of allowing any steam that may pass up around the stem 
of the main steam valve when the valve is closed or past 
the seat of the main steam valve when in open position to 
pass out to the atmosphere and not build up a pressure 
below the piston, which would cause the governor to be- 
come inoperative, failing to stop the pump. The small port 
drilled through the valve 26 is for the purpose of allowing 

181 



182 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



Steam 
Exhaust 



Steam 
Intet 




Discha/yre 



Fig. 2. The ^-Inch Air Compressor (Diagrammatic View), 

Up Stroke 



WESTINGHOUSE AIR BRAKE 183 

a small amount of steam to pass through, causing the pump 
to make a stroke occasionally in order to keep the con- 
densation out of the pipes. There is also a small port in the 
spring casing to allow any leakage past the diaphragm to 
pass out to the atmosphere and avoid building up a 
pressure. 

See defects and testing in Third Year Examination. 

Operation of the 9y 2 Air Pump 

Operation of steam cylinder. When the pistons are at 
rest, due to the gravitation, they settle to the bottom of 
their respective cylinders. Therefore, the upstroke must 
be made first. Hence steam enters the pump at the point 
marked steam inlet, passing upward through passage a into 
chamber a in the main valve chamber, also through port 
E into the chamber around the reversing valve. If the 
main valve piston and valve is not in the position shown 
in Fig. 2, the steam acting against the greater area of the 
large piston will move it and the valve to the right, exhaust- 
ing any steam that may be in the upper end of the cylinder 
through exhaust port C cavity B in the slide valve and port 
D in the seat to the atmosphere, at the same time admitting 
steam to the lower end of the cylinder through port B, caus- 
ing the piston to move upward. As shown in Fig. 2, as the 
piston about completes the up-stroke, the reversing plate 
engages the shoulder J on the reversing rod, moving it and 
the reversing valve up, closing the exhaust port H and 
opening the admission port G, allowing steam to pass into 
chamber D on the outer end of the large main valve piston. 
This equalizes the pressure on both sides of the piston. 
When the steam pressure acting against the small piston 
causes it to move the main valve to the left, as shown in 
Fig. 3, allowing steam to pass through port C to the upper 



184 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



Steam 
Inlet 




T 

Discha/ye 



Fig. 3. The 9%-Inch Air Compressor (Diagrammatic View), 
Down Stroke 



WESTINGHOUSE AIR BRAKE 185 

end of the steam cylinder, causing the piston to move 
downward at the same time the steam from the lower end 
of the cylinder can pass out through port B cavity B in the 
slide valve and exhaust port D to the atmosphere. As the 
piston about completes the down stroke the reversing plate 
engages the button on the reversing rod, pulling the rod 
and valve down, closing tire admission port H and opening 
the exhaust port G, allowing the steam from chamber D to 
pass out to the atmosphere through port H. The cavity in 
the reversing valve port F and exhaust port D when the 
steam acting against the inner side of the large piston will 
move the piston and valve to the right, exhausting the 
steam from the upper end of the cylinder through port C, 
cavity B in the slide valve and port D to the atmosphere. 
This completes the round trip of the piston. The valve is 
now in position to again make the up stroke. 

The Air Cylinder 

UP STROKE 

When the air piston, as shown in Fig. 2, travels upward 
in the cylinder; a partial vacuum is formed in the cylinder 
below the piston. Air from the atmosphere passes in 
through the air inlet at F, raising the lower receiving valve 
86b, passing into the lower end of the cylinder. The air 
that was in the upper end of the cylinder is compressed, 
raising the discharge valve 86c from its seat, passing out 
through passage G and the air discharge to the main reser- 
voir. 

' On the downward stroke of the piston forms a partial 
vacuum in the upper end of the cylinder. Air then flows 
through the air inlet passage F, raising the upper receiving 
valve 86a, filling the cylinder with air at about atmos- 
pheric pressure. The air that was taken in on the up stroke 



186 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



/ c 



STCAM WLCT 




Fig. 4. Diagram of 8% -Inch Cross Compound Compressor. 
High Pressure Steam (Low Pressure Air) Piston 
on its Upward Stroke 



The 



WESTINGHOUSE AIR BRAKE 187 

is now compressed and discharged out through the passage 
P, raising the lower discharge valve 86d from its seat and 
passing through passage G to the discharge pipe and main 
reservoir. 

See answers to Third Year's Examination for defects of 
the Pump. 

Operation of the Sy 2 Cross Compound Compression 

STEAM END 

Q. Describe the operation of the 8y 2 cross compound 
pump during a double stroke of both pistons. 

A. In answering this question we will assume that both 
pistons are in the bottom of their respective cylinders and 
not as shown in either Figures 4 or 5. Therefore, the steam 
enters the pump at the point marked Steam Inlet, passing 
upward through passage A through Port k to the reversing 
valve bushing, also to chamber y and B in the main valve 
bushing, as shown by the arrows in Figure 4. The outer 
end of the large piston is connected with the atmosphere 
through Port m, the cavity in the reversing valve and Port 
1 and port E. The other end of the small piston is also 
connected with the atmosphere through Port 0. Live steam 
from chamber B is now free to pass through port g to the 
lower end of the high pressure cylinder 7, forcing the 
piston upward until such time as the reversing plate 18 
engages the shoulder on the rod 21, raising the rod and 
valve 22 upward, closing the exhaust port M and opening 
the admission port N, allowing live steam to pass to cham- 
ber D, thus equalizing the pressure on both sides of the 
large piston, when the pressure acting against the inner 
face of the small piston moves the valve to the left, any 
pressure in the upper end of the high pressure cylinder will 



188 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



STCAH INLCT. 




Fig. 5. Diagram of 8%,-Inch Cross Compound Compressor. The 

High Pressure Steam (Low Pressure Air) Piston 

on Its Downward Stroke 



WESTINGHOtJSE AIR BRAKE 189 

pass out through port C, the cavity in the valve, and port 
D to the upper end of the low pressure cylinder 8. The 
movement of the main steam valve to the left opens port C, 
leading to the upper end of the high pressure cylinder, 
forcing the piston 7 downward at the same time the steam 
from the lower end of the high pressure cylinder is pass- 
ing into the lower end of the low pressure cylinder 8, caus- 
ing the piston to move upward. The exhaust steam from 
the upper end of the low pressure cylinder is passing out 
to the exhaust through port D, the cavity in the valve, and 
port E to the atmosphere. As the high pressure piston 7 
about completes the downward stroke the reversing plate 
engages the button on the lower end of the reversing rod, 
pulling the reversing valve 22 down, exhausting the steam 
from chamber D, when the steam acting against the inner 
side of the large piston will force the main steam valve 
to the right, exhausting the steam from the lower end of 
the low pressure cylinder through port F, the cavity in the 
valve, and port E at the same time live steam is flowing 
through port g to the lower end of the high pressure cyl- 
inder, causing piston 7 to move upward in the same man- 
ner as described at the beginning of the operation, only 
at this time the low pressure piston will be forced down 
by the steam from the high pressure cylinder. A study 
of this pump will show that the high pressure piston 
has to make two up strokes and one down in order to 
have the low pressure piston make a complete round trip. 
This is due to the fact that the low pressure piston is a 
floating piston and is actuated by the exhaust steam from 
the high pressure cylinder, assisted by the air pressure 
from the low pressure air cylinder. Figure 5 shows a dia- 
gram of the piston, showing the high pressure piston just 
starting on the return stroke and the low pressure piston 
just starting on its first movement upward. Figure 4 is 



190 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

a view showing the high pressure piston starting upward 
the second time and the low pressure just starting down. 

AIR END 

Q. Describe the operation of the air end of the 8% air 
compressor. 

A. The upward stroke of the low pressure piston 9 
causes. a partial vacuum in the cylinder. Atmospheric 
pressure raises the receiving valve 38, filling the cylinder 
with air at about atmospheric pressure. The air from the 
upper end of the cylinder is forced into the upper end of 
the high pressure air cylinder by raising the intermediate 
discharge valves 39, filling the upper end of the high 
pressure cylinder with air, which is compressed to a much 
higher pressure owing to the larger dimension of the low 
pressure cylinder on the downward movement of the low 
pressure piston 9. The air that was taken in on the up 
stroke is now forced into the lower end of the high pressure 
air cylinder, assisting the steam acting against the under 
side of piston 8 to force the piston upward, compressing the 
air and forcing it out into the discharge pipe by raising the 
discharge valve 41. On the upward stroke of the low pressure 
air piston the air from the upper end of the low pressure 
cylinder is again discharged into the upper end of the 
high pressure air cylinder, assisting the steam above piston 
8 to move downward, compressing the volume of air re- 
ceived from the low pressure cylinder and forcing it into 
the main reservoir by raising the lower discharge valve 42. 
Thus it will be seen that the steam from the upper end 
of the high pressure cylinder is discharged into the upper 
end of the low and the steam from the lower end of the 
high steam cylinder is discharged into the lower end of the 
low. But it is just the reverse with the air end. The air 



WESTINGHOUSE AIR BRAKE 191 

from the upper end of the low pressure cylinder is dis- 
charged into the upper end of the high, and the air from 
the lower end of the low is discharged into the lower end of 
the high. The grooves in the upper end of the low pressure 
cylinder marked x is for the purpose of preventing a back 
pressure from forming in the high pressure cylinder. Port 
Z, leading to the top of the reversing rod cap, is to prevent 
a vacuum being formed above the rod and for lubrication. 
Port 0, connecting chamber E with the exhaust, is for the 
purpose of allowing any steam that escapes past the rings 
of the small piston to pass out freely to the atmosphere: 
This avoids forming a back pressure. Ports N and M, it will 
be seen, are placed a slight distance from the end in order 
to allow the piston to close the exhaust before completing 
the stroke, trapping steam which acts as a cushion, prevent- 
ing the valve from pounding. 

DEFECTS IN THE 8% OR 10% CROSS COMPOUND PUMP 

Q. What will cause a blow in the steam end of the cross 
compound pump on the up stroke of the high pressure 
piston f 

A. Packing rings on the low pressure piston 8 will allow 
steam to pass out into the exhaust. Worn or broken rings 
on any of the three middle sections of the main steam valve 
will let either live steam or exhaust steam from the high 
pressure cylinder escape into the exhaust port E, causing 
a blow. The gasket between the upper end of the low 
pressure cylinder and the exhaust passage E, or that por- 
tion of the gasket between the upper end of the low pressure 
cylinder and port P. Light blows may be caused by defec- 
tive rings on either the large or small end of the main 
piston valve, also the reversing slide valve may cause a 
blow. 



192 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. What will cause a blow on the downward stroke of 
the low pressure piston t 

A. The rings on the low pressure piston, defective rings 
on the second or third section of the main valve the gasket 
between the upper end of the low pressure cylinder and 
the exhaust passage E, rings on the small end of the main 
steam valve or reversing valve. Some of these are light 
blows and may be hard to locate. 

Q. What will cause the 8y 2 pump to stop? 

A. Lack of lubrication. Defective rings on the small 
end of the piston valve if these rings allow steam to pass 
by faster than the small port will allow it to escape 
to the exhaust. The pressure may become too high, tending 
to equalize the pressure on both sides, which will stop the 
pump. Defective gaskets between the head and cylinders, 
allowing the steam to pass into the cylinder at the wrong 
time. Bent or broken reversing rod, loose nuts on rod in 
air cylinder. 

Q. How can a defective air valve be located? 

A. A defective upper receiving valve can be located by 
watching the low pressure air piston traveling upward. 
If air escapes from the upper strainer it is a leaky re- 
ceiving valve 37, while if air escapes from the lower 
strainer on the down stroke the lower receiving valve 38 is 
leaking. In the event of the lower intermediate valve 40 
leaking, the air from the lower end of the high pressure 
cylinder will back up into the lower end of the low pressure, 
preventing air from being taken in on the up stroke of the 
low pressure piston and in like manner if the upper inter- 
mediate discharge valve 39 is leaking, air from the upper 
end of the high pressure cylinder will pass back into the 



WESTINGHOUSE AIR BRAKE 193 

upper end of the low pressure cylinder, thus no air may be 
taken in on the upward stroke of the low pressure piston. 
To test the lower discharge valve 42 pump up the pressure 
and stop the pump, then remove one of the intermediate 
discharge valves 40, when main reservoir air escaping past 
the valve 42 will pass out through the opening from where 
the valve was removed. To test the upper discharge valve 
41 remove one of the intermediate valves 39, when air 
escaping will indicate a leaky final discharge valve 41. It 
must be born in mind that defective or stuck air valves 
will cause the pump to become erratic in action. As a mat- 
ter of fact, air valves in the compressor, if they all have the 
same amount of lift and work freely, serve to make the com- 
pressor beat square the same as the eccentrics on a loco- 
motive, therefore the valves should be kept in good con- 
dition. The lift of the valves is $%; "the lift of the 10y 2 
valves is g- 5 ^. 

COMPRESSOR HEATING 

Q. What will cause the compressor to heat? 

A. Leakage past the air piston packing rings, discharge 
valves having insufficient lift or the passages clogged, run- 
ning the pump too fast, any stoppage in the discharge pipe. 
It must be borne in mind that running the compresser too 
fast will cause heating, even if it is in perfect condition. 

COMPRESSER POUNDS 

Q. What will cause the compresser to pound? 

A. Air piston loose on rod, compressor loose on the 
boiler, reversing plate 18, loose on the head, and plate may 
be worn so that the compressor is not reversed at the proper 
time. 



194 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




O.D. COPPER PIPE 



B. P. 



Fig. 6. G-6 Brake Valve, Eelease Position 



WESTINGHOUSE AIR BRAKE 195 

Operation of the G6 Brake Valve 

RELEASE POSITION 

Fig. 6 is a view of the Brake Valve in full release posi- 
tion. Main reservoir pressure enters the valve at the point 
marked M R, passing upward through passage A to the 
space above the rotary, it is then free to flow down through 
the direct supply port in the rotary valve into the cavity in 
the seat, thence upward under bridge W into cavity C in 
the rotary, and down through the direct application and 
supply port L to the brake pipe. Chamber D and the 
equalizing reservoir is being charged through port J in 
the rotary and the preliminary exhaust E in the seat and 
the equalizing port in the seat. Main reservoir air is also 
passing to the atmosphere through the warning port R in 
the rotary valve and the direct exhaust in the seat for the 
purpose of calling the attention of the engineer to the 
valve being in release position. 

RUNNING POSITION 

When the brake valve handle is placed in the position 
shown in Fig. 7, the direct supply port A is no longer 
connecting with the brake pipe. Hence the air must now 
pass down through the feed port F in the seat which con- 
nects with the feed valve chamber, forcing the supply valve 
and piston to open position, allowing the air to pass through 
the supply port in the seat of the supply valve, thence back 
into the brake valve through port I, passing through the 
direct application and supply port L to the brake pipe; 
also charging chamber D and the equalizing reservoir 
through the equalizing port G in the seat. 



196 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 7. G-6 Brake Valve, Eunnjng Position 



WESTINGHOUSE AIR BRAKE 197 

LAP POSITION 

This position is not shown all ports being blanked. The 
pressures are inactive,, as there is no communication be- 
tween the different pressures. 

SERVICE POSITION 

When the handle of the valve is placed in service posi- 
tion, air from chamber D above the equalizing piston and 
from the equalizing reservoir is free to pass out to the 
atmosphere through the preliminary exhaust port E in the 
seat, groove P in the rotary and the direct exhaust port K 
in the seat, when the greater pressure in the brake pipe 
causes the equalizing discharge piston to raise from its 
seat, permitting brake pipe air to flow out through the 
brake pipe exhaust until such time as the brake pipe pres- 
sure becomes slightly less than the pressure in chamber D, 
when the piston will move down, stopping the exhaust of 
air. 

EMERGENCY POSITION 

This position of the valve is not shown. However, when 
the handle of the valve is placed in the last position to the 
right (emergency) a direct and large opening is made from 
the brake pipe to the atmosphere through the direct appli- 
cation and supply port L in the seat and the direct exhaust 
port K in the seat by means of cavity C in the rotary. At 
the same time chamber D and the equalizing reservoir air 
can pass out to the atmosphere through the preliminary 
exhaust port E, groove P in the rotary, groove H in the 
seat and the direct exhaust port K in the seat; this causes 
the brake pipe, chamber D and the equalizing reservoir 
pressure to all reduce at about the same rate. (See methods 
of testing leaky rotary in ET equipment.) 



198 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 8. Eelease Position 



WESTINGHOUSE AIR BRAKE . 199 

Operation of the Quick Action Triple 

RELEASE 

Fig. 8 is a view of the triple in position for charging 
the auxiliary reservoir and releasing the brake. 

In charging, the air from the brake pipe enters the 
triple from the crossover pipe at the point marked BP, 
passing upward through passage E and chamber F into 
chamber H, thence through the feed groove I in the bush- 
ing and the feed groove K in the shoulder of the triple 
piston into the slide valve chamber and out at R to the 
auxiliary. 

Brake pipe air will also raise the check valve 15 and 
charge chamber Y equal to brake pipe pressure. Any 
air in the brake cylinder is free to pass out to the atmos- 
phere through the opening at C and port R in the seat 
through the exhaust cavity in the slide valve and the ex- 
haust port in the seat, 

SERVICE POSITION 

Where a gradual reduction is made in brake pipe pres- 
sure the greater pressure on the auxiliary side of the pis- 
ton 4 moves the piston out to the position shown in Fig. 9. 
The first movement of the triple piston 4 closes the feed 
groove I, thus closing all communications between the 
auxiliary and brake pipe, at the same time unseating the 
graduating valve 7, opening the service port Z. The collar 
on the end of the triple stem engages the slide valve, mov- 
ing it out, causing the service port Z in the face of the 
slide valve 6 to register with the service port R in the seat, 
allowing air from the auxiliary to pass to the brake cyl- 
inder. Until such time as the auxiliary reservoir pressure 
has become slightly less than the brake pipe pressure in 



200 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig 9 Service Position 



WESTINGHOUSE AIR BRAKE 201 

t 

chamber H, when the triple piston 4 and the graduating 
valve 7 will move to the right, as shown in Fig. 10. closing 
the service port Z, stopping the flow of air from the aux- 
iliary to the brake cylinder until such time as another reduc- 
tion is made in brake pipe pressure. 

In the event that a sufficient amount of brake pipe 
reduction is made at the first reduction to cause the 
auxiliary and brake cylinder to equalize, the triple will 
remain in service position, with the knob of the triple 
piston resting against the graduating stem, as shown in 
Fig. 9. It is the duty- of the graduating stem 21 and the 
graduating spring 22 to stop the triple piston from travel- 
ing out too far, causing emergency during service reduc- 
tions. 

LAP POSITION 

Fig. 10 is a view of the triple in lap position. It will be 
seen that the slide valve is still in service, but due to the 
auxiliary pressure becoming slightly less than the brake 
pipe, the triple piston and graduating valve have moved 
back and closed the service port leading to the brake cyl- 
inder, hence the term lap is applied to the triple in this 
position. 

EMERGENCY POSITION 

In this position, as shown in Fig. 11, it will be seen that 
when a sudden reduction is made in brake pipe pressure, 
causing the auxiliary pressure to force the triple piston 
to left, compressing the graduating spring 22, allowing the 
triple piston to register against the cap gasket, also mov- 
ing the slide valve to the extreme left, causing the emer- 
gency port S in the slide valve to register with port R in 
the seat, allowing auxiliary air to flow to the brake cyl- 
inder. Auxiliary air can also pass through the removed 
corner of the slide valve and port T in the seat on top of 



202 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 10. Top Position 



WESTINGHOUSE AIR BRAKE 203 

the emergency piston 8, forcing it downward, unseating 
the emergency valve 10, allowing the air in chamber Y to 
pass up around the emergency valve. Brake pipe pres- 
sure will then raise the check valve 15, allowing a flash of 
brake pipe air to pass up into the brake cylinder. It is 
generally considered that this is about the first air to reach 
the brake cylinder. Therefore, in view of the fact that we 
get air from the brake pipe and auxiliary, the auxiliary 
and brake cylinder will equalize at about 60 pounds instead 
of 50 pounds, as in service position. 

Type K Freight Triple Valve 

Q. Name the positions of the K triple valve f 

A. Full release and charging position, quick service, 
full service, lap, retarded release and uniform recharging 
positions and emergency position. 

Q. Name the features that have been added to the K triple 
valve that are not found in the old type F or H triples? 

A. Quick service, retarded release and uniform recharg- 
ing. 

Q. Is retarded release and uniform recharging two sep- 
arate positions of this triple f 

A. No. Both of these features are accomplished in the 
one position. 

Q. How many different kinds of K triple valves are in 
use? . . 

A. Two— K-l and K-2. The K-l is being used for eight- 
inch brake cylinders and the K-2 for ten-inch brake cyl- 
inders. 



204 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 11. Emergency Position 



WESTINGKOtSE AIR BRAKE 205 

Q. Is there any difference in the construction of these 
triples I 

A. No. Not in the later types. The only difference is in 
the size. 

Q. What causes the K triple valve to assume quick service 
position? Has the method of handling the brake valve 
anything to do with the position the triple will assume? 

A. No. . The handling of the brake valve has nothing to 
do with the triple assuming quick service. The length of 
the train regulates the movement of the triple. As a mat- 
ter of fact, the volume of air in the brake pipe of a long 
train cannot flow out through the service exhaust of the 
brake valve rapid enough to cause a sufficient difference 
in pressure on the two sides of the piston to compress the 
graduating spring which has to be done in order for the 
triple to assume full service position; therefore, the triple 
stops in quick service on long trains. However, if the train 
is short the service exhaust of the brake valve will permit 
the pressure to flow out fast enough, reducing brake pipe 
pressure on the brake pipe side of the triple piston three 
pounds or more below the pressure on the opposite side, 
which causes a slight compression in the graduating spring, 
causing the triple to assume full service position. 

Operation of the Freight K Triple Valve 

Q. Explain the operation of the triple valve in full re- 
lease and charging? 

A. Figure 12 is a diagramatic view of the K triple valve 
in full release and charging position. The operation of 
this triple is as follows: In charging up the equipment 
the air enters the triple valve at the point marked BP, 
passing upward through the passage E into chamber F, 



206 TREATISE ON N THE LOCOMOTIVE AND AIR BRAKES 



Auxiliary Reservoir 

R 



Brake Cylinder 

C 




f PIPE TAP 

Brake Pipe 

BP 



Fig. 12. Full Release and Charging Position 



WESTINGHOUSE AIR BRAKE 207 

thence into the triple cylinder cap H. It mnst be borne 
in mind that if the pressure in chamber H is raised 
rapidly the triple piston and slide valve is going to be 
moved back against the tension of the retarding spring 33, 
causing the piston to assume retarded release position, 
bringing about a slow charging of the auxiliary. It is, 
therefore, fair to presume that a considerable amount of 
charging on the head end of the train is done with the 
triples in this position. At the same time that the air is 
flowing through the feed groove I in the bushing brake 
pipe pressure raises the check valve 15, charging chamber 
Y up to train pipe pressure. Any air that may be in the 
brake cylinder can pass out through port R in the seat, 
cavity K in the slide valve and. the exhaust port to the 
atmosphere. 

Q. Explain the operation of the K triple valve in quick 
service position t 

A. Figure 13 shows a view of the triple in quick service 
position ; when a gradual reduction is made in brake pipe 
pressure the triple piston moves out, closing the feed groove 
I in the bushing, also moving the graduating valve 7, un- 
covering the service port Z in the slide valve, the collar on 
the end of the triple piston stem engages the slide valve, 
moving it out, closing the exhaust port and partially open- 
ing the service port R in the seat, as shown in Figure 13. 
It will also be seen that port and Q in the slide valve 
is now in communication with port Y and T in the seat, 
through the cavity in the graduating valve 7, thus permit- 
ting A portion of brake pipe air to pass by the check valve 
15 through port Y in the seat in the slide valve, thence 
through cavity V in the graduating valve port Q in the slide 
valve and port T in the seat to the space above the emer- 
gency piston. This piston is sufficiently loose to allow the 



208 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



Auxiliary Reservoir 

R 



Brake Cyunoer 

c 




f PIPE TAP 

Brake Pips 
BP 



Fig. 13. Quick Service Position. Diagrammatic Views of the 
K Triple Valve 



WESTINGHOUSE AIR BRAKE 209 

air to pass by without disturbing the emergency valve 10 
at the same time auxiliary air is flowing through *the re- 
stricted service port R to the brake cylinder. Hence, it 
will be seen that each triple throughout the train is venting 
brake pipe air into the brake cylinder, thereby assisting 
the brake valve in reducing the pressure. 

The small opening at the brake valve service exhaust 
and the friction in the brake pipe prevents the pressure on 
the brake pipe side of the triple piston 4 being reduced any 
faster than the auxiliary air can pass through the par- 
tially open service port R in the seat to cause a sufficient 
difference in the pressure on the two sides of the triple pis- 
ton 4 to compress the graduating spring 22, which has to 
be done before the slide valve can move out any further ; 
therefore, the triples remain in this position during the 
reduction until the pressure in the auxiliary reservoir be- 
comes slightly less than the brake pipe pressure in chamber 
H. When the triple position 4 and graduating* valve 7 will 
move to the position shown in figure 15, lap position. In 
this position ports Z and in the slide valve are closed by 
the graduating valve. 

Q. Explain the operation of the K triple in full service 
position. 

A. Figure 14 is a view of the trips in full service. In 
short train service, when a gradual reduction is made in 
brake pipe pressure the triple piston 4 moves out, closing 
the feed groove in the bushing, also moving the graduating 
valve 7, opening the service Z in the slide valve. The col- 
lar on the triple stem then engages the slide valve, moving 
it out, closing the exhaust and opening the service port R 
in the seat fully. The movement of the slide valve also 
closed port Y in the seat, thus preventing any air from 
the brake pipe passing to the brake cylinder. The air from 



210 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



Auxiliary Reservoir 

. R 



Brake Cylinder 

C 




Fig. 14. Full Service Position 



WESTINGHOUSE AIR BRAKE 211 

the auxiliary will continue to flow into the brake cylinder 
until the pressure on the auxiliary side becomes less than 
the brake pipe pressure, when the triple will move back 
to lap position. It will be seen that no air from the brake 
pipe reaches the brake cylinder in this position. 

Q. Describe lap position of the K triple valve. 

A. Figure 15 is a view of the triple in lap position. 
Where any partial service reduction has been made in brake 
pipe pressure the triple piston moves out against the grad- 
uating spring, as shown in Fig. 14, until such time as 
auxiliary pressure becomes slightly less than brake pipe, 
due to passing into the brake cylinder. When the triple 
piston and graduating valve 7 will move to the left, closing 
the service port R and the quick service port in the slide 
valve, as shown in Fig. 15. 

Q. Explain the operation of the K triple in retarding 
release and uniform recharging position? 

A. By placing the hrake valve in release position main 
reservoir air is allowed to flow through a large opening in 
the rotary valve into the brake pipe, thus causing the pres- 
sure on the brake pipe side of the iriple pistons to increase 
until it is three pounds or more higher than the pressure 
in the auxiliary, forcing the piston 4 and slide valve 3 
back against the stop 31, as shown in Fig. 16, compressing 
the retarding spring 33, causing the triple piston 4 to form 
a seal against the end of the bushing, closing all communi- 
cations between the auxiliary and the brake pipe, except 
the small groove in the seal of the triple through which 
the air can pass, charging up the auxiliary until such time 
as the auxiliary is charged to within three pounds or less 
of the brake pipe pressure, when the retarding spring 33 
will move the triple piston and slide valve back to full 



212 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



Auxiliary Reservoir 

R 



Brake Cylinder 

c 




fPIPE TAP 

: [ I Brake Pire 
BP 



Fig. 15. Lap Position 



WESTINGHOUSE AIR BRAKE 213 

release. The remaining portion of the charging will be 
done through the regular groove I in the bushing. Also 
while the triple is in retarded release, Fig. 16, it will be 
seen that the air from the brake cylinder cannot pass 
through the full size of the exhaust cavity N in the slide 
valve, but instead must pass out through a small port con- 
nected with the exhaust cavity N. The size of this port is 
such that the brake cylinder pressure reduces very slowly. 
However, as described above, when the triple moves back 
to full release the remaining portion of the air in the brake 
cylinder will pass out through the regular exhaust cavity. 

Q. Describe the operation of the K triple in emergency 
position ? 

A. Fig. 17. The K triple is no different in its operation 
in emergency than the old type F or H triples. When a 
sudden reduction in brake pipe pressure is made the triple 
piston 4 moves out against the cap gasket, compressing 
the graduating spring 22 by forcing the graduating 
stem into the cap nut 21. This movement of the piston 
4 causes the slide valve to move out to the position shown 
in Fig. 17, uncovering port T, allowing auxiliary air to 
pass down on top of emergency piston 8, forcing it down- 
ward, unseating the emergency valve 10, thus allowing the 
air in chamber Y to pass up past the valve 10, reducing the 
pressure above the check valve 15. Brake pipe pressure 
will then raise the check valve from its seat and permit 
a volume of air from the brake pipe to flash past the check 
valve 15 and emergency valve 10 into the brake cylinder, 
It will also be seen that auxiliary air is free to flow through 
port Z in the slide valve and port R. in the seat, until the 
pressure in the auxiliary and brake cylinder has equalized. 
The check valve 15 prevents any back flow of brake cyl- 
inder air into the brake pipe. 



214 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



Auxiliary Reservoir 

R 

JH 



Brake Cylinder 

C 




i ripe tap 
Brake Pipe 

BP 



Fig. 16. Retarded Release and Charging Position. Diagram- 
matic Views of the K Triple Valve 



WESTINGHOUSE AIR BRAKE 215 

Q. Describe why the K triple will cause a more uniform 
charging of the auxiliaries? 

A. This is brought about on account of the triples on 
the first twenty-five or thirty cars assuming retarded re- 
lease and restricting the charging of the head auxiliaries, 
thus giving the pressure in the head end of the brake pipe 
a chance to travel back and charge the auxiliaries on the 
rear. In other words, the auxiliaries on the rear will 
charge as fast through the large feed grooves from the low 
pressure as the head auxiliaries will through the small 
grooves from the higher pressure. 

• Q. Describe how the K triple brings about a more uni- 
form brake cylinder pressure. 

A. The uniform brake cylinder pressure which the K 
triple brings about is due first to all the auxiliaries being 
charged more nearly equal throughout the train. Second, 
because of quick service application of the brakes, due to 
each triple assisting in reducing the brake pipe pressure. 
There is not so much time between the setting of the for- 
ward and rear brakes. 

Q. Describe how the K triple brings about a more uni- 
form release of the brakes? 

A, By the triples on the head end of the train assuming 
retarded release, while those on the rear assume full release, 
allowing the brake cylinder air to pass out through a much 
larger opening than those on the forward end. 

Blows Emanating from the K Triple Valve 

Q. What will cause a blow at the exhaust of the K triple 
in release position? 

A. A leaky slide valve or seat, leaky gasket between the 
triple and auxiliary, a leaky auxiliary triple that extends 



216 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



Auxiliary Reservoir 

R 



r ! 



Brake Cylinder 
C 




(PIPE TAP 

Brake Pipe 



Fig. 17o Emergency Position 



WESTINGHOUSE AIR BRAKE 217 

from one end of the auxiliary to the other (these are all 
auxiliary leaks), a leaky rubber-seated emergency valve 10, 
or a leaky check valve case gasket, allowing air to escape 
from passage E into chamber X and thence to the exhaust. 

Q. How can it be determined which one of the defects is 
causing the Mow? 

A. First have the equipment charged. Then close the 
cut-out cock in the cross-over pipe.. If the brake sets it 
denotes a brake pipe reduction. Hence, the fault is either 
due to a leaky check valve case gasket or a leaky emergency 
valve 10. In the event the blow continues after cutting 
out the brake it is an indication that the trouble is due to 
one of the other three causes mentioned. In order to deter- 
mine a leaky slide valve, apply the brake and note if any 
air escapes from the exhaust or retainer while the slide 
valve is in a setting or lap position. If so, the slide valve 
is leaking. In the event of the gasket or tube B leaking 
very much, the air will pass out through the exhaust about 
as fast as it can feed in through the small feed groove; 
therefore, the auxiliary will never charge above a certain 
amount, and as a result the brake will never apply. 

Q. How can it be determined if the graduating valve 7 
is leaking? 

A. One of the duties of the graduating valve is to open 
and close the service port Z in order to test this valve. Make 
a reduction of ten pounds, lap the brake valve and note 
if the brakes release through the exhaust of the triple. 
Then charge up and make a full service application. If 
the brake then holds it is an indication of a leaky grad- 
uating valve. 



218 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 18. Kelease Position 



WESTINGHOUSE AIR BRAKE 219 

Q. What will cause the triple to go to emergency during 
service applications? 

A. This depends somewhat on the length of the train. 
In ordinary freight train service it is usually caused by 
the triple being dirty or sticky. In short trains of two 
or three cars a broken graduating spring 22, sometimes 
a leak in the union where the cross-over pipe couples to 
the triple at the point marked BP, will cause that triple 
to go to emergency. 

Q. How can a defective triple of this kind be located 
and what should be done with itf 

A. In freight train service the train should be cut in 
sections first, making a test of the head section of say 10 
or 15 cars. Finding them 0. K., cut in 5 or 10. Keep this 
up until the defective triple is located. The triple should 
be cut out and tagged with the proper card. 

Q. Is there any possible way in which this triple coidd be 
used in case it was on a short train where it was almost 
impossible to operate the brakes without itf 

A. Yes. Cut out the brake and remove the cap nut. 
Then fill in the hollow space behind the graduating stem 
21. This will prevent the triple piston from pushing the 
graduating stem back far enough to cause the emergency. 

Operation of the L Triple Valve 

RELEASE AND CHARGING POSITION 

Q. Describe the action .of the L triple in release and 
charging position. 

A. Figure 18 is a view of the L triple in release and 
charging position. Air from the brake pipe enters the 



220 TREATISB ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 19. Quick Service Position 



WESTINGHOUSE AIR BRAKE 221 

triple at the passage marked A, passing through the pas- 
sage G into chamber H, forcing the triple piston to re- 
lease position as shown in figure 18. The air then flows 
through the feed groove I in the bushing into the slide valve 
chamber, charging up the auxiliary reservoir. At the same 
time brake pipe air raises the check valve 15, passing 
through port Y in the seat and J in the valve, assisting 
in charging the auxiliary reservoir. The check valve 15 
also prevents any back flow of air into the brake pipe. Port 
K also registers with port X in the seat, allowing air to 
flow to the back of the by -pass valve, then through port X 
to the supplementary reservoir, charging it up equal to 
equalizing reservoir and brake pipe ; air also flows through 
port C in the seat to the back of the by-piston 25, chamber 
R on front of the by-pass piston and by-pass valve is con- 
nected with the auxiliary reservoir, thus equalizing the 
pressure on both sides of the piston and valve. Therefore, 
it must be borne in mind that in charging up the auxiliary 
the supplementary reservoir must also be charged if cut 
in. Also that the charging is accomplished from two dif- 
ferent sources. 

QUICK SERVICE POSITION 

Q. Describe the operation of the L triple in quick service 
position? 

A. When a reduction in brake pipe pressure is made in 
chamber H the higher auxiliary pressure on the slide valve 
side forces the triple piston toward the weaker pressure. 
The first movement of the piston carries the graduating 
valve 7 with it just far enough to close port J, M and K 
in the top of the slide valve. The piston also closes the 
feed groove I in the bushing, thus closing communication 
between the brake pipe auxiliary and supplementary 



222 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 20. Full Service Position 



WESTINGHOUSE AIR BRAKE 223 

reservoir, also closing the exhaust from the brake cylinder 
to the atmosphere. This movement of the graduating 
valve, connects ports Q and in the slide valve through 
cavity V in the graduating valve, as shown in figure 19. 
The lug on the end of the triple piston stem then engages 
the end of the slide valve 4, carrying it with the piston 
until the knob on the piston engages the graduating sleeve 
20. The tension of the graduating spring 21 prevents 
any further movement of the piston and slide valve in 
long train service, as shown in figure 19 quick service, 
the service port in the slide which now registers with port 
R in the seat leading to the brake cylinder allowing air 
from the auxiliary reservoir to flow through passage C, 
figure 19, to the brake cylinder, applying the brakes. At 
the same time the quick service ports Q and 0, cavity G 
in the slide valve 3 and the small cavity V in the grad- 
uating valve 7 connects the passage Y, leading to chamber 
Yin the check valve case, with port R, permitting air to 
flow from the brake pipe through the ports just described 
to the brake cylinder. This causes a local reduction at 
each triple, while the amount of air vented from the brake 
pipe to the cylinder is small, due to the small ports the 
air has to pass through. The safety valve is adjusted to 62 
pounds. This prevents the brake cylinder pressure from 
raising above that amount. 

PULL SERVICE POSITION 

Q. Describe the operation of the L triple in full service. 

A. Figure 20 is a view of the L triple in full service 
position, and as the quick service ports are not in use in 
this position they have been omitted entirely. Therefore, 
only those ports in use will "be considered. It is very evi- 
dent that the brake pipe pressure has been reduced more 



224 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

rapidly than the auxiliary could reduce through the par- 
tially open service port R. Hence, the higher pressure in 
the auxiliary causes the piston to compress the graduating 
spring 21. This further movement of the slide valve closes 
the quick service port and opens the service port Z 
fully, thus it will be seen that in full service the brake 
cylinder receives air from the auxiliary only; the cavity 
G in the slide valve 3 connects port B, leading to the safety 
valve, with port R, leading to the brake cylinder, prevent- 
ing the cylinder pressure from raising above 62 pounds. 

LAP POSITION 

Q. Explain the action of the parts of the L triple in lap 
position. 

' A. After any partial service reduction has been made, 
that is, a reduction that is not sufficient to bring about an 
equalization when the handle of the brake valve is placed 
on lap, stopping any further flow of air from the brake 
pipe, the flow of air from the auxiliary to the brake cyl- 
inder will reduce the auxiliary pressure slightly below the 
brake pipe pressure, when the higher pressure in the 
brake pipe, assisted by the graduating spring, will move 
the piston slide valve and graduating valve to lap position. 
There being such a slight difference in the pressure on the 
two sides of the triple, when the knob on the piston stem 
strikes the end of the slide valve it prevents the slide valve 
moving. This is due to the fact that the slight difference 
in pressure was sufficient to move the piston and graduating 
valve, but not enough to move the slide valve. As to whether 
the triple will assume quick, service lap or full service lap 
depends upon the position the triple was in when the re- 
duction was completed. Hence, if the triple was in quick 
service position when lap took place the triple will assume 



WESTINGHOUSE AIR BRAKE 225 

quick service lap ; while if the triple was in full service it 
will assume full service lap. 

GRADUATED RELEASE 

Q. Describe the graduated release feature of the L triple. 

A. The meaning of graduated release of the L. N. equip- 
ment is that the brake cylinder pressure must be exhausted 
to the atmosphere in graduations ; that is, a little at a time. 
In order to do this the brake valve must be operated in a 
manner as to permit a sufficient amount of air to pass into 
the brake pipe to move the triple piston 4 to release posi- 
tion, as shown in figure 18, when the brake valve must 
then be returned to lap position. This movement of the 
triple piston slide valve and graduating valve to release 
allows air from the supplementary reservoir to flow through 
ports X and K back into the auxiliary reservoir. It must 
also be borne in mind that the feed groove I in the bushing 
and port Y and J is open, also the brake cylinder air is 
escaping to the atmosphere through passage C, port N, 
cavity W in the graduating valve 7 and M in the slide 
valve to the exhaust port. However, the flow of air from 
the supplementary reservoir to the auxiliary after the brake 
pipe reduction has ceased will soon raise the pressure on 
the auxiliary side of the piston 4 above the pressure on 
the brake pipe side, causing the triple piston and gradu- 
ating valve to move to the left graduated release lap 
position. In this position the graduating valve closes the 
exhaust port M, stopping the exhaust of air from the 
brake cylinder to the atmosphere. Port K is also closed, 
preventing further recharging of the auxiliary from the 
supplementary. Port I and port Y, connecting with the 
brake pipe, also the feed groove I in the bushing, is closed. 
Thus it will be seen that this operation can be repeated by 



:26 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 21. Emergency Position 



WESTINGHOUSE AIR BRAKE 227 

again moving the brake valve and allowing air to flow into 
the brake pipe, moving the parts to release. The amount 
of brake cylinder reduction depends upon the amount of 
raise in the brake pipe. It will be seen that each time the 
brake valve is moved to release or running the brake pipe 
is raised. The amount of air allowed to pass through the 
brake valve will govern the amount of brake cylinder re- 
duction. 

EMERGENCY POSITION 

Q. Describe the action of the parts during emergency 
of the L triple. 

A. Fig. 21. When a sudden reduction is made in brake 
pipe pressure the higher pressure on the auxiliary side of 
the triple piston forces it to the left, compressing the grad- 
uating spring 21, as shown in figure 21. In this position 
the air from the auxiliary passes to the brake cylinder 
through port S in the slide valve R in the seat and pas- 
sage C. The slide valve has uncovered port T in the seat, 
allowing air from the auxiliary reservoir to pass to the 
top of the emergency piston 8, forcing it downward, which 
in turn unseats the emergency valve 10, reducing the pres- 
sure above the check valve 15, brake pipe pressure then 
raises the check valve 15 flowing up around the emergency 
valve through passage C to the brake cylinder. Port D 
in the slide valve now registers with port C in the seat 
leading to the upper (or back) of the by-pass piston 25, 
allowing the pressure from the back of this piston to pass 
to the brake cylinder through port G, D, N, R and C, 
when the auxiliary pressure in chamber R, forward of 
the by-pass piston 25, will force the piston upward, 
unseating the by-pass valve 27, allowing air from the 
supplementary reservoir to pass by the by-pass valve to 



228 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 22. E-7 Safety Valve 



WESTINGHOUSE AIR BRAKE 229 

the port leading to the slide valve chamber It, thence to the 
brake cylinder. This adding to the volume of the auxiliary 
reservoir increases it to about 3% times the size of the auxil- 
iary. Thus it will be seen that the brake cylinder receives 
air from the supplementary auxiliary and brake pipe. This 
brings about a high equalization of about 86 pounds from 
a 90-pound pressure. In emergency position the safety 
valve is no longer connected with the brake cylinder. 
Therefore, this, high pressure is maintained until released. 



Operation of the E-7 Safety Valve 

Q. Explain the operation of the E-7 safety valve used in 
connection tvith the L triple valve? 

A. Figure 22 is a view of the E-7 safety valve. The 
adjusting spring 6 is screwed down until the valve 4 will 
stand a pressure of 62 pounds against the under face in 
chamber A, which is connected to the brake cylinder in 
service position of the triple. In the event of the brake 
cylinder pressure raising slightly above 62 pounds, 
valve 4 will raise from its seat, when the air will pass up 
into chamber B, thence up through two small ports D 
into chamber E, where it can then pass out through the 
small ports E to the atmosphere. However, the upward 
movement of the valve 4 closes ports F and opens port C, 
allowing the brake cylinder air in chamber A and B to 
pass out to the atmosphere. Ports F in chamber E being 
restricted causes the pressure to build up, assisting the 
spring in forcing the valve 4 to its seat. The opening of 
the exhaust ports F in the body of the valve can be re- 
duced by the adjustment of the exhaust ring 8, screwing 
down to reduce the opening and up to increase it 



230 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Defects in the L Triple 

Q. 1. Describe the defects that will cause a blow at the 
exhaust of the L triple valve in release position. 

A. A leaky side valve seat or graduating valve will allow 
air from the auxiliary to escape to the atmosphere through 
the exhaust port of the triple. A leaky gasket between the 
triple and the pipe bracket that couples to the brake cyl- 
inder will allow brake pipe or auxiliary air to pass into 
passage C, thence out through the exhaust. Emergency 
valve 10 will allow brake pipe air to pass up into chamber 
X, thence through passage C, ports R in the seat. R in the 
slide valve, cavity "W in the graduating valve and M and 
P to the atmosphere. Also in the event of the check valve 
case gasket 14 allowing air to pass into chamber X will 
flow to the exhaust in the same manner ; thus it will be seen 
that there are six defects that will cause a blow at the 
exhaust in release position, four from the auxiliary and 
two from the brake pipe. 

Q. 2. How can it be determined whether the air that is 
blowing out of the exhaust of the triple in release is coming 
from the brake pipe or the auxiliary? 

A. It should always be borne in mind that it requires a 
reduction in brake pipe pressure to set the brake. There- 
fore, close the cut-out cock in the cross-over pipe; if the 
brake applies it is due to a leak of brake pipe air past the 
emergency valve 10 or the check valve case gasket 14. 
Whereas, if the blow continues for some time, but the brake 
does not apply, it denotes an auxiliary leak. 

Q. 3. How can a leaky main slide valve be determined 
from a leaky graduating valve in the L triple? 

A. Make a sufficient over-reduction to cause the triple 
to move to emergency position. If there is a blow at the 



WESTINGHOUSE AIR BRAKE 231 

exhaust it is due to a leaky slide valve only. Whereas, a 
blow at the exhaust in any other position may be due to 
either graduating or slide valve. This is due to the fact 
that a leaky graduating valve will allow air to escape into 
port M, and port M is connected with exhaust port P at 
all times, except in emergency. 

Q. 4. What effect will a leaky slide valve or graduating 
valve have on the operation of the brakes? 

A. Unlike any other triple, the graduating valve in the 
L triple controls the exhaust in passing from the brake 
cylinder to the atmosphere to some extent. Hence, if either 
the graduating or slide valve allows auxiliary air to escape 
into port M it will have the effect of releasing the brake, 
except in emergency, where a slide valve leak only would 
have this effect. 

Q. 5. What will cause the L triple to assume emergency 
during service reductions? 

A. In this respect the L triple is no different from any 
other. Emergency is due to one triple not responding with 
the proper reduction, caused by the triple being dirty. A 
broken graduating spring may cause this trouble in a short 
train. Ice may cause the triple to act in this manner. 

Q. 6. What is the cause of the L triple failing to release, 
especially on the second application, in making a stop with 
a passenger train, when the same triples always release on 
the first application? 

A. This is caused by the engineer failing to reduce his 
brake pipe pressure, so as to cause a sufficient difference in 
pressure on the two sides of the triple piston. Especially 
if the double L. N. is used and one triple has a packing 



232 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

ring that is just a little loose. When a number of the 
triples move to release they absorb air from the brake 
pipe so fast in charging the auxiliaries that the raise in 
brake pipe pressure is so slow the triple fails to release. 

Q. 7. In the event of the engineer bringing his train to 
a stop with a six or seven pound reduction, should, he at- 
tempt to release? 

A. No. Under no conditions should brakes be released 
until a 10 or 12 pound reduction has been made. How- 
ever, 15 or 20 pounds would be better. 

Q. 8. What might cause the L triple to fail to release 
when the proper reduction has been made? 

A. A loose or broken triple piston packing will have this 
effect. 

Q. 9. Why is it important that the engineer guard against 
leaving the brake- valve in full release position when the 
supplementary reservoir is cut in? 

A. This is due to the fact that the large volume of air 
in the supplementary is not reduced when making service 
applications. Therefore, when the triple is moved to release 
the pressure from the supplementary raises the pressure 
in the auxiliary almost instantly up to within a few pounds 
of maximum pressure. The auxiliary is also charged 
through the quicking charging port and through the reg- 
ular feed groove in the bushing. Hence, it will be seen 
that it is an easy matter to overcharge. 

Q. 10. In the event of having overcharged, can the engi- 
neer make a reduction from brake pipe pressure and then 



WESTINGHOUSE AIR BRAKE 233 

release the brakes in the same manner as he used to do with 
the old brake equipment? Whiff 

A. No. Because when he draws off air from the brake 
pipe there is no air taken from the supplementary reser- 
voir. Therefore, when the triple is moved to release the 
pressure from the supplementary again raises the auxiliary 
and is liable to cause the triple to assume graduated lap 
position. 

Q. 11. What is the sure method to get the brakes to re- 
lease in this case? 

A. Reduce the pressure to 60 pounds and lap the brake 
valve. Then have the bleed cock on the supplementary 
opened for about 10 seconds. The -brakes can then be re- 
leased by the engineer without any trouble ; if the train is 
of considerable length he should place the brake valve 
handle in release for a very short time, then move to run- 
ning. 

Double L. N. and Double P. M. Equipment 

Q. 12. What is meant by the term Double L. N. or Double 
P. M. Equipment? 

A. On many of the new passenger equipments there is a 
brake cylinder and an auxiliary for each end of the car 
connected by the same pipe. Hence, they are called double 
L. N. or double P. M. equipment. 

Low Pressure Retaining Valve 

Operation — When the handle 5 is turned down to release 
position the exhaust of air passing out of the brake cyl- 
inder through the exhaust port of the triple is free to flow 



234 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 23. Single-Pressure Eetaining Valve, Closed 



WESTINGHOUSE AIR BRAKE 235 

out to the atmosphere through the exhaust, opening at the 
back of the valve. However, when the handle 5 is turned 
up to retaining position, as shown in (figure 23), the exhaust 
air from the brake cylinder must pass around through the 
groove A in the plug 6, thence up through port B, raising 
weight 4 and blow out through the small port D in the 
cap. The valve 4 is of such a weight that when the 
pressure is reduced to 15 pounds the valve is forced to its 
seat, thus retaining that amount. 



Pressure Retaining Valve for High and Low Pressure 

The double pressure retaining valve shown in (figure 24) 
operates in the same manner as the former types of re- 
tainers, except that it is provided with double weights. In 
figure 24 the handle 5 is in out of service position, pointing 
downward. In this position the lug on the handle 5 engages 
the rod 9, raising the outside weight 10, thus preventing it 
from resting on the top of the weight 4. This is done to 
reduce the wear on the seat of weight 4. When the handle 
5 is turned up to an angle of about 45 degrees high pressure, 
or intermediate position, weight 10 is allowed to drop down 
and rest on the top of weight 4. Hence, the pressure in 
escaping to the atmosphere must raise both weights. There- 
fore, double the pressure is retained in the brake cylinder 
that there will be when the handle is in low pressure 
(horizontal position), because when the handle is in the 
last named position the lug on the handle 5 engages the 
rod 9, raising the weight 10. Hence, the pressure from the 
brake cylinder only has the weight 4 to raise in order to 
escape out through the small port D to the atmosphere. 
This retainer is made to retain 15 and 30 pounds and 25 
and 50 pounds. 



236 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 24. High and Low Pressure Retaining Valve, Section 



WESTINGHOUSE AIR BRAKE 237 



Combined Automatic and Straight Air Brake Operation 

Figure 25 is a view of the straight airbrake valve in 
application position. It will be seen that the eccentric 
part of the shaft 2 has engaged the top of the application 
valve 8, forcing it downward against the resistance of the 
spring 11, allowing the main reservoir air at a reduced 
pressure to pass up around the application valve 8 into the 
brake cylinder pipe, moving the double check over against 
the automatic side and passes into the brake cylinder. The 
safety valve is always connected to brake cylinder pressure 
and is adjusted to 53 pounds. Hence, the brake cylinder 
pressure cannot raise above the adjustment of the safety 
valve. It is also the custom on most all roads to connect 
a brake cylinder air gauge to brake cylinder pressure on 
the brake cylinder side of the double check. The double 
check is provided with a leather seat, the duty of which is 
to form a dividing line between the automatic and straight 
air, or, in other words, to prevent the brake cylinder air 
escaping out through the exhaust of the triple, as shown 
in figure 27. When the handle is placed in lap position 
the application valve 8 is forced to its seat by the 
spring 11. In this position the exhaust valve 9 is also 
in closed position, being held to its seat by the spring 
10. Hence, no air can pass through the valve in either 
direction. 

When it is desired to release the air from the brake cyl- 
inder the handle is placed in the position shown in figure 
26. The eccentric cam on the shaft 2 engages the top of 
the exhaust valve 9, forcing it downward, allowing brake 
cylinder air to pass up around the valve through the 
seat and out through the exhaust at C, releasing the 
brakes. 



238 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



r\ 




/ MR *°CV 

Fig. 25. S-3 Straight-Air Brake Valve in Application Position 



WESTINGHOUSE AIR BRAKE 239 

Action of the Double Check During an Automatic 
Application 

When an automatic application of the brakes is made, 
auxiliary air passing through the triple into the brake cyl- 
inder pipe, acting against the automatic side of the double 
check, causing it to move over against the straight air side, 
forming a seat, as shown in figure 28. This prevents the 
brake cylinder air passing out through the exhaust of the 
straight airbrake valve. When the brake is applied with 
the straight air valve the double check moves over against 
the automatic side as shown in figure 27. 

S-3-A Straight Air Brake Valve 

As the S-3-A valve is the same as the S-3, except that 
the S-3- A is provided with an extra attachment in the form 
of a double check, located directly below the exhaust valve, 
the brake valve is also provided with two release positions 
instead of one, as in the S-3. The extra position is known 
as Independent Driver Brake release. Therefore, by plac- 
ing the handle in running position the exhaust valve will 
become unseated, releasing the driver brakes after a straight 
application in the usual manner. However, in the event it 
is desired to release the driver brakes while the automatic 
brakes are applied, by placing the handle in independent 
driver brake release the exhaust valve is forced downward, 
engaging the upper end of the double check, allowing the 
driver brake to release ; it should be understood that when 
the brakes are applied with the automatic brake cylinder 
pressure comes under the double check. Hence, it is the 
duty of this check to prevent brake cylinder air from escap- 
ing to the atmosphere while the valve is in running posi- 
tion. Also while the brakes are applied with the straight 



240 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




, DCV 
FROM DOUBLE CHECK 

VALVE AND CYLINDER 



Fig. 26. Cross Section of S-3 Stratght-Air Brake Valve in 
Release Position 



WESTINGHOUSE AIR BRAKE 241 

air, brake cylinder pressure exists above the check, tending 
to hold the exhaust valve up to its seat and the double check 
down. Therefore, a leaky exhaust valve will cause a blow at 
the exhaust of the straight brake valve, while a leaky double 
check will permit brake cylinder air to escape to the atmos- 
phere through the pipe leading from the bottom of the 
double check and the exhaust of the automatic triple. 
In referring to this double check at the brake valve it 
must not be confused with the other. double checks used in 
the brake cylinder pipes. 

Operation of the B-6 Feed Valve 

Q. Explain the operation of the B-6 feed valve, assum- 
ing that the equipment has just started to be charged, brake 
valve in running position. 

A. Normal position of the supply valve 9 -and piston 8, 
as shown in figure 29, is closed, due to the tension, of the 
supply piston spring 6, while the normal position of the 
regulating valve 12 is open, being held open by the tension 
of the adjusting spring 17. Therefore, main reservoir air 
enters the pipe bracket at MR, figure 29, passing into the 
supply valve chamber at A, moving the piston to the left 
and pulling the supply valve 9 to open position against 
the tension of the spring 6, uncovering port C, allowing the 
air to pass to the feed valve pipe, charging up the equip- 
ment, as shown in figure 30. However, during the time the 
equipment is charging up, as described, a small amount of 
air is passing around the supply piston 8, which is made 
slightly smaller than the bushing, which it operates in this 
leakage of air past this piston, can pass from chamber G 
through port H, thence past the regulating valve 12, which 
is open, and on into the feed valve pipe, through port C, 
which is connected with the chamber above the diaphragm 



242 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 







WESTIXGHOUSE AIR BRAKE 243 

11. This flow of air keeps up until the pressure in chamber 
L on the left of the diaphragm becomes greater than the 
tension of the adjusting spring 17. when the' diaphragm 
spindle and diaphragm will move to the right. The regulat- 
ing spring 13 will then force the regulating valve to its seat, 
as shown in figure 29. The pressure in chamber G on the 
left of the supply piston 8 will then build up. equalizing 
with the pressure on the slide valve side of the piston. Then 
the tension of the supply piston spring 6 will force the piston 
and valve to closed position, stopping the air from passing 
to the feed valve pipe until there is a reduction in chamber 
1 on the left of the diaphragm, when the adjusting spring 
17 will move the diaphragm to the left, unseating the reg- 
ulating valve 12. This will reduce the pressure in chamber 
G, when the pressure acting against the slide valve side 
of the supply piston will move the piston 8 against the ten- 
sion of the spring 6, uncovering port C and allowing air 
to pass to the feed pipe again. The only difference between 
closed position and normal is in the position of the regu- 
lating valve, which is open in normal position and closed 
in closed position. It must be borne in mind that during 
the time the valve is in closed position any reduction in 
brake pipe pressure, such as leakage, will cause the valve 
to open and supply the demand. 

Defects in the Feed Valve that will Cauce the Valve to 
Destroy Excess Pressure 

Q. Desci%be the defects in the feed valve that will pre- 
vent excess pressure being obtained. 

A. 1. Main reservoir air leaking across from port A to 
D, due to a leaky gasket between the feed valve and pipe 
bracket, 2. A leaky supply valve. 3. Supply piston too 
tight or stuck in open position. This may be due to the 



244 TREATISE ON THE LOCOMOTIVE AND- AIR BRAKES 



J-UJ »• 




. WESTINGHOUSE AIR BRAKE 245 

valve being dirty and needing clearing. 4. Supply piston 
spring broken. 5. Regulating spring 13 gone or broken. 
6. Regulating valve leaking, due to a defective valve or 
seat or held from its seat by dirt. 7. The large end of the 
regulating valve too long, thus preventing the valve from 
seating. 8. Defective diaphragm. 9. Adjusting spring 17 
broken or too tight. 10. Leaks from the cap 5 or 11. 

Testing Supply Valve 7 and Regulating Valve 12 for 
Leaks While on the Engine 

Q. How can a test be made to determine if the supply 
valve 7 or regulating valve 12 is leaking t 

A. "With the ET close the cut-out under the brake valve,- 
then close the cut-out cock in the main reservoir pipe, so as 
to drain all the air from the feed valve. Next remove the 
adjusting spring case 18, taking the spindle 16 and dia- 
phragm 14 out. Then open the cut-out cock in the main 
reservoir pipe, letting air pass into the supply valve cham- 
ber. This will move the piston and valve to open position — , 
causing a violent blow at port E until" such time as the air 
escaping past the supply piston 8 can be built up, allowing 
the supply piston spring to force the supply valve to closed 
position. Then place the finger over the port E, leading 
from face of the supply valve. If there" is a blow it is 
the fault of the supply valve 7 or seat. However, if there 
is a blow from the port in the center it is coming past the 
regulating valve 12. 

Cleaning the Feed Valve on the Road 

Q. How should the feed valve be cleared on the road? 

A. First close the cut-out cock under the brake valve. 
Also close the cut-out cock in the main reservoir pipe. 



246 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 29. Diagram of B-6 Feed Valve, Closed 



WESTINGHOUSE AIR BRAKE 247 

This will drain all the air from the pipes. Then remove the 
cap nut 5 and pull out the supply piston and valve, remov- 
ing any dirt from the bushing or valve seat by using ker- 
osene or signal oil. Do not use any sharp tool. Also remove 
the regulating valve cap 11, clean the valve aud seat very 
carefully with waste or something soft, using a stick, but 
nothing that will scratch or mar the seat. The supply valve 
7 may be lubricated with dry graphite. But do not put 
anything on the supply piston 8. In replacing the cap 
again be sure to get them tightened properly. 

Q. What will cause the feed valve to fail to maintain 
brake pipe pressure? 

A. 1. Supply piston stuck in closed position. 2. Adjust- 
ing spring too weak or broken. 3. The end of the reg- 
ulating valve next to the diaphragm too short. 4. Port H 
or E stopped up. 5. The supply valve piston 8 too loose, 
allowing the air to pass around the piston faster than it 
can escape by the regulating valve 12, thus building up a 
pressure in chamber G, causing the piston and valve to 
assume closed position. 

Type S P Pump Governor 

OPERATION 

The duty of the governor is to control the pump when 
the desired main reservoir pressure has been obtained. 
During the greater part of the trip the brake valve is in 
running position. Hence, the brake pipe and auxiliaries 
are kept charged through the feed valve, the main reser- 
voir being maintained at about 20 pounds above the adjust- 
ment of the feed valve. As this is ample excess pressure 
while running along the road, it is not thought advisable 
to carry a high excess pressure, as it would only increase 



248 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 30. Diagram of B-6 Feed Valve, Open 



WESTINGHOUSE AIR BRAKE 249 

the labor of the air pump. Figure 31 is a view of the gov- 
ernor, showing the main valve 5 open. Steam from the 
boiler enters at B, flowing up under valve 5 and out at P, 
to the pump. The connection marked 29 connects to 
the brake valve and maintains main reservoir pressure in 
chamber D, underneath the diaphragm of the excess pres- 
sure head (low pressure) , while the brake valve is in release 
running and holding positions. The connections marked 
FVP leads to the feed valve pipe ; therefore, feed valve 
pressure is delivered into chamber F above the diaphragm. 
Hence, the combined resistance of the feed valve pressure 
and the tension of the regulating spring 27 holds the 
diaphragm 28 down against the main reservoir pressure in 
chamber D until this pressure becomes slightly greater than 
the combined air and spring pressure acting above the 
diaphragm, when the diaphragm will rise, unseating the 
pin valve 33, allowing air to pass down into chamber B, 
above the governor piston, forcing it downward, compress- 
ing the spring. This downward movement of the piston 
causes the main steam valve 5 to become seated or nearly 
so, which will restrict the passage of the steam to the pump 
and slow it down to where it will just supply the leakage 
in the system. Any reduction in chamber D will cause the 
combined air and spring pressure above the diaphragm 
to force the pin valve to its seat, when the air in chamber 
B above the piston will pass out to the atmosphere through 
the relief port C. This will allow the steam below the 
steam valve 5 to raise it and the governor piston, permit- 
ting the steam to pass to the pump. However, the con- 
nection from the main reservoir through the ports in the 
rotary valve and seat leading to chamber D below the 
diaphragm is open only in release, running or holding posi- 
tions. Therefore, in the other three positions this governor 
is cut out and the pump is controlled by the maximum 



250 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




MR 



Fig. 31. The SF-4 Compressor Governor 



WESTINGHOUSE AIR BRAKE 251 

pressure head,, the connection being made at the point 
marked MR, the other end of this connection being made 
to the cut-out cock in the main reservoir pipe or to the 
main reservoir direct, so that when the excess pressure 
head is cut out by the brake valve or by the cock being 
closed in the main reservoir pipe, the maximum pressure 
head will control the pump. This is accomplished by the 
air from the main reservoir coming in through the con- 
nection at MR into chamber A until such time as the pres- 
sure below the diaphragm exceeds the adjustment of the 
spring 19. The diaphragm 20 will then raise, unseating the 
pin valve 33, allowing air to flow down through port B 
on top of the governor piston, controlling the pump in the 
same manner as described in the excess pressure head. 
To adjust this governor, screw down to increase the pres- 
sure, and: slack off on the adjusting screw 18 to reduce the 
pressure with the handle in any one of the following posi- 
tions, lap, service, or emergency. The construction and 
operation of this head is identically the same as the other 
types of governors that have been in use for many years. 
There is a relief port C at 22 provided in each one of these 
heads, the duty of which is to allow the pressure from 
chamber B above the piston to escape to the atmosphere, 
allowing the piston and valve to raise and permit the pump 
to go to work promptly. However, it is the custom to plug 
one of these in order to avoid too much waste of air. 

There is also a waste port at W. This is for the pur- 
pose of allowing the leakage of steam past the valve 5 to 
pass out to the atmosphere, preventing a pressure building 
up in the chamber below the governor piston, causing it to 
fail to stop the pump. Therefore, this waste port must be 
kept open at all times. Broken pipes and defects in con- 
nection with the S-F-4 governor have been thoroughly cov- 
ered in questions and answers on the ET equipment. 



252 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



APPLICATION- 
CYLINDER. 



to wain reservoir. 



TO INDEPENDENT 

AUTOMATIC BRAKE VALVES 



TO INDCPENDCNT BRAKE VALVE . 




APPLICATION 
CHAMBER 






PRESSURE CHAMBER. 



Fig. 32. Diagrammatic View of the Essential Parts of the Dis- 
tributing Valve and Double-Chamber Eeservoir 



WESTINGHOUSE AIR BRAKE 253 

No. 6 Westinghouse Distributing Valve 

Figure 32 is a diagrammatic view of the essential parts 
of the distributing* valve and double chamber reservoir. 
This view should impress upon the minds of those studying 
who are desirous of learning the distributing valve the 
importance of the fact that this valve is practically divided 
into two sections. It is very important, therefore, to under- 
stand under what conditions and at what times these sec- 
tions operate. It should be borne in mind that only the 
application piston, application valve and exhaust valve 
respond when using the independent brake valve. The 
equalizing portion, or the lower section, has no bearing 
on the operation of the independent in any way. How- 
ever, when operating the brake with the automatic the 
equalizing portion or lower section must operate first in 
order to transfer air from the pressure chamber to the 
application chamber and cylinder, as it is the pressure 
that is admitted into the application cylinder that actuates 
that part of the valve, consequently a careful study of this 
view should assist the reader in understanding the other 
views. 

OPERATION 

Q. Describe the operation of the distributing valve in 
release and charging position t 

A. Brake pipe air enters the valve at the point marked 
BP, figure 33, then into chamber P, passing through the 
feed groove V, over the top of the equalizing piston 26 
into the chamber above the slide valve 31, thence through 
port 0, charging the pressure chamber equal to brake pipe 
pressure. Main reservoir pressure enters the valve at the 
connection marked MR, passing through passage A to cham- 



254 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



MR 




Fig. 33. Eelease, Automatic of Independent Connections 



MR — Main Reservoir Pipe; IV — Distributing Valve Re- 
lease Pipe ; II — Application Cylinder Pipe ; CYLS — 
Brake Cylinder Pipe; BP — Brake Pipe 



WESTINGHOUSE AIR BRAKE 255 

ber A above the application valve 5 ; it will be seen that 
main reservoir pressure exists on top of the application 
valve at all times, there being no pressure in the applica- 
tion chamber or chamber G. These chambers are connected 
with the atmosphere through port H, cavity K, in the slide 
valve 31 and port I, leading to the release pipe 4, which in 
turn is connected to the independent and automatic brake 
valves. Chamber B, back of the application piston 10, and 
all the space above the exhaust valve 16 and under the 
application valve 5 is brake cylinder space and is in com- 
munication with the atmosphere at EX. 

AUTOMATIC SERVICE 

Q. Describe the operation of the distribution valve dur- 
ing an automatic deduction? 

A. Figure 34 shows a view during a service reduction 
with the automatic brake valve the brake pipe pressure in 
chamber P on the brake pipe side of the equalizing piston 
26 is reduced below that in the pressure chamber. This 
causes the piston to move out. The first duties the piston 
performs in moving out is to close the feed groove V in the 
bushing, also moves the graduating valve 28 opening the 
service port Z in the slide valve. The collar on the stem 
then engages the end of the slide valve 31, moving it out 
until port Z in the slide valve registers with port H in the 
seat. The piston 26 is prevented from moving out further 
by coming in contact with the graduating sleeve 44. Pres- 
sure chamber air will then flow to the application cylinder 
G on the left of the piston 10, also through cavity N in the 
slide valve and port W in the seat to the application cham- 
ber, at the same time the cavity in graduating valve 28 con- 
nects port H with port 1 leading to the safety valve. The 
pressure chamber air will continue to flow until the pres- 



256 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



MR 




Fig. 34. Automatic Service 



WESTINGHOUSE AIR BRAKE 257 

sure on the pressure chamber side of the piston 26 is slight- 
ly less than brake pipe. When the piston and graduating 
will move to the left until the collar on the equalizing pis- 
ton stem engages the end of the slide valve. The graduat- 
ing valve will then close port Z, stopping any further flow 
of air to the application chamber and cylinder. The pro- 
portion of the application chamber and cylinder and the 
pressure chamber is the same as that of the old brake cyl- 
inder and auxiliary two and one-half to one. Therefore, 
for each pound of reduction in brake pipe the pressure in 
the application chamber and cylinder will raise to about 
two and one-half to one. A ten-pound reduction would 
build up a pressure of twenty-five pounds in chamber G on 
the left of the piston 10, forcing it to the right, compres- 
sing the graduating spring 20 and opening communication 
through the application valve, allowing main reservoir air 
to pass to the brake cylinders, until the brake cylinder 
pressure in chamber B is higher than the pressure in cham- 
ber G, when the tension of the graduating spring will as- 
sist the air pressure in moving the piston 10 and applica- 
tion valve 5 back to lap as shown in Figure 35. However, in 
the event of a twenty-pound reduction from a seventy- 
pound pressure the equalizing piston would remain out 
against the graduating sleeve 44, as all pressures would then 
be equal. 

SERVICE LAP 

Q. Describe the position of the parts in service lap? 

A. Any time when the brake pipe reduction is not suf- 
ficient to cause the brake pipe pressure and the pressure 
chamber to equalize, the pressnre chamber will reduce 
below the brake pipe by passing into the application cham- 
ber and cylinder. "When the equalizing slide valve and 
graduation valve will move to the left, as shown in Figure 



258 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



MR 




Fig. 35. Service Lap 



WESTINGHOUSE AIR BRAKE 259 

35. ' This is the only time that the safety valve is not con- 
nected with the application cylinder G. It should be un- 
derstood that the application piston 10 has application cyl- 
inder pressure on chamber G side, and brake cylinder pres- 
sure on chamber B side, so that any reduction on either 
side will cause the piston and valve 5 to move toward the 
weaker pressure. This is one of the maintaining features, 
thus if the pressure on the brake cylinder side of piston 
10 is reduced by leakage the piston will be forced to 
the right, moving the application valve 5 and admitting 
more air from the main reservoir to the brake cylinder. 
In this way the brake cylinder pressure is maintained. 

AUTOMATIC RELEASE 

Q. Describe the action of the No. 6 distributing valve 
during automatic release. 

A. "When the automatic brake valve is placed in release 
position main reservoir air is free to flow into the brake 
pipe. This raises the pressure on the brake pipe side of the 
equalizing piston 26, causing it to move to the left, as shown 
in Figure 33, also moving the equalizing slide valve and 
graduating valve to release, opening the feed grove V in 
the bushing, charging up the pressure chamber as before, 
also releasing the brakes on the train. This does not release 
the engine brakes, due to the fact that the release port in 
the rotary seat is closed, thus preventing the application 
chamber and cylinder pressure from being discharged to 
the atmosphere. The application cylinder pipe is closed by 
the independent valve. Therefore, to release the locomotive 
brakes move the handle of the automatic valve to running 
position, the independent in running also. The pressure 
from the application cylinder will then pass out through 
port H in the seat cavity K in the slide valve 31 and port 1 



260 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



MR 




Fig. 36. Emergency 



WESTINGHOUSE AIR BRAKE 261 

. in the seat, at the same time the pressure from the applica- 
tion chamber can pass out through port W, cavity K, in 
the slide valve and port I in the seat to the release pipe. 
Thus it will be seen that with both brake valves in running 
the application cylinder and chamber is in communication 
with the atmosphere through the exhaust cavity K in the 
slide valve 31, discharging the pressure from the applica- 
tion cylinder G permits the brake cylinder pressure in 
chamber B to move the application piston 10, application 
valve 5 and exhaust valve 16 to the left, opening the ex- 
haust ports E and D, allowing the air from the brake cyl- 
inder to pass out to the atmosphere at EX, releasing the 
brakes. It will be seen that the pressure in the application 
cylinder entirely controls the pressure in the brake cyl- 
inders. 

EMERGENCY POSITION 

Q. Describe the action of the parts during emergency? 

A. Figure 36 is a view of the parts in emergency. It will 
be seen that when a heavy sudden reduction is made in 
brake pipe pressure, the higher pressure on the pressure 
chamber side of equalizing piston 26, figure 36, causes it to 
move to the right, compressing the graduating spring 44, 
causing the piston to register against the leather gasket. 
This movement of the slide valve 31 uncovers the port H in 
the seat and blanks port W leading to the application cham- 
ber, allowing the pressure chamber to equalize with the 
application cylinder through port H rapidly at a much 
higher pressure than takes place in service. From a 70- 
pound brake pipe pressure the equalization will, take place 
at about 65 pounds. In this position of the brake there is 
a small port in the rotary valve that permits air from the 
main reservoir to feed into the application cylinder pipe 
and thence to the application cylinder. The application 



262 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 37. Emergency Lap 



WESTINGHOUSE AIR BRAKE 263 

cylinder is in communication with the safety valve through 
port H, in the seat, cavity K, in equalizing slide valve 31, 
and port L in the seat. The small opening which connects 
port H with port R and L leading to the safety valve is of 
such a size that it will deliver the air to the safety valve at 
about the same rate as the air can flow through the small 
port in the rotary valve, thus preventing, the application 
cylinder pressure from raising above the adjustment of the 
safety valve. However, in high speed service, the feed valve 
is adjusted to 110 pounds pressure instead of 70, and main 
reservoir pressure at 130 or 140. Therefore, when the 
emergency action takes place the application cylinder will 
raise to about 93 pounds, instead of 65. The connection 
between cavity G and port R is of such a size that the 
application cylinder pressure will be reduced in about 
the same manner as the old high speed reducing valve, until 
the pressure gradually falls to 75 pounds, after which the 
amount of air passing through the small port in the rotary 
valve will be equal to the escape of air through the small 
passage between cavity G and port R in the slide valve 31. 
Hence the pressure in application cylinder and brake cylin- 
ders will remain at about 75 as long as the brake valve is 
left in emergency position. 

EMERGENCY LAP 

Q. Explain the difference between emergency and emer- 
gency lap? 

A. By a comparison of figure 37 and figure 36 it will be 
seen that the only difference is in the position of the appli- 
cation parts, the equalizing parts being in the same position. 
When the brake cylinder pressure in chamber B exceeds 
that in the application cylinder G the application piston 10 
and valve 5 will move to the left, closing communication 



264 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



MR 




Fig. 38. Independent Application 



WESTINGHOUSE AIR BRAKE 265 

between the main reservoir and the brake cylinder. Hence 
emergency lap. 

INDEPENDENT APPLICATION 

Q. Describe the operation of the distributing valve dur- 
ing an independent application f 

A. When the independent valve is placed in application 
position air at reduced pressure from the reducing valve 
passes through the independent rotary to the application 
cylinder and chamber, the building up of the pressure in 
the application cylinder G causes the application piston 10 
valve 5 and exhaust valve 16 to move to the right, com- 
pressing the graduating spring 20, as shown in figure 38, 
allowing air from the main reservoir to pass to the brake 
cylinder through the opening in the valve 5 and port B in 
the seat until such time as the pressure in the brake cylin- 
der is higher than the pressure in the application cylinder 
G, when the higher pressure assisted by the spring 20 will 
move piston 10 and valve 5 to the left, stopping any fur- 
ther flow of main reservoir air to the brake cylinder until 
there is a reduction in brake cylinder pressure. When the 
piston and valve will again be moved to the right, replacing 
any loss in brake cylinder pressure due to leakage. How- 
ever, in the event the brake is applied with the independent 
valve and the valve placed on lap any leakage from the 
application cylinder will be sure to cause the brake to 
release. 

INDEPENDENT LAP 

Q. Describe the action of the parts in independent tap 
position f 

A. Figure 39 shows the position of the parts in lap. It 
will be seen that the application piston 10 and valve 5 have 



266 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



fs/lR 




Fig. 39. Independent Lap 



WESTINGHOUSE AIR BRAKE 267 

moved to the left just far enough to close communication 
between the main reservoir and the brake cylinder. This 
is due to the brake cylinder pressure in chamber B being 
higher than that in chamber Gr. 



INDEPENDENT RELEASE AFTER THE AUTOMATIC APPLICATION 

Q. Describe the action of the parts during an indepen- 
dent release f 

A. Figure 40 shows a view of the parts of the distribut- 
ing valve after the brakes have been applied with the auto- 
matic and released with the independent. The equalizing 
piston and slide valve and graduating valve are in auto- 
matic lap and that the independent valve has been placed 
in release position, which allows the air from the applica- 
tion cylinder to pass out through the passage H to the ap- 
plication cylinder pipe, which is now in communication with 
the atmosphere through the exhaust of the independent 
valve. The application chamber air can also pass out 
through port W in the seat and cavity N in the slide valve 
31 and port H in the seat- to the application cylinder pipe. 
Therefore the application chamber and cylinder is con- 
nected together at all times except in emergency. 



EMERGENCY POSITION OF THE DISTRIBUTING VALVE WITH THE 
QUICK ACTION CAP 

Q. Describe the action of the distributing valve during 
emergency, with quick action cap? 

A. Figure 41 is a view of the distributing with the quick 
action cap attached in emergency position. Hence it will 
be seen when a sudden heavy reduction in brake pipe pres- 



268 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




MR 



Fig. 40. Eelease Position 



When Locomotive Brake is Released by Independent 
Brake Valve after an Automatic Application 



WESTINGHOUSE AIR BRAKE 269 

sure is made the equalizing piston slide valve and grad- 
uating valve move to the right against the leather gasket, 
compressing the graduating spring, moving the emergency 
valve 48, opening port J, allowing brake pipe pressure to 
pass down on top of check valve 53, pushing it from its seat 
and passing to the brake cylinders through port M, which 
leads upward through the distributing valve body. As 
soon as the brake cylinders and brake pipe equalize the 
check is forced to its seat by the spring 54, this prevents 
the brake cylinder air from passing back into the brake 
pipe. 

ACTION OF THE E-6 SAFETY VALVE 

Q. Describe the action of the E-6 safety valve on the dis- 
tributing valve f 

A. Figure 42 is a view of the safety valve used with the, 
distributing valve. This valve should be adjusted to 68 
pounds by, means of the adjusting nut 7. When the air 
pressure acting against the under side of valve 4 becomes 
greater than the tension of the adjusting spring 6 the valve 
4 raises, a larger area is then exposed to the air pressure 
below : this causes the valve 4 to move upward quickly. The 
upward movement of the valve 4 closes the two vertical 
ports leading from the .chamber below to the spring chamber 
above, and opens the ports leading to the atmosphere below. 
When the pressure below the valve 4 decreases the com- 
pression of the spring forces the valve downward. The 
valve restricts the lower ports to the atmosphere and opens 
the vertical ports leading from the valve below to the 
spring chamber above. The spring chamber above is at all 
times connected with the atmosphere through the two small 
ports in the body 2. When the vertical ports are open the 
air can pass up into the spring chamber faster than it can 



270 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



MR 




Fig. 41. Emergency Position of No. 6 Distributing Valve with 
Quick-Action Cap 



WESTINGHOUSE AIR BRAKE 271 

escape to the atmosphere through the small ports in the 
body, thus causing a pressure to build up above the valve 
which assists the spring in closing it, giving it the action 
of a pop. 

Defects of the No. 6 E T Equipment and Methods of 

Testing 

Q. How should a test be made of the air gauges? 

A. The air compressor should be started and the equip- 
ment fully charged, then place the handle of the automatic 
brake valve in release position and couple the test gauge to 
the rear of brake pipe hose, then note if the main reservoir, 
equalizing reservoir and brake pipe gauge compare with 
the test gauge. If the difference is slight the gauges can 
be considered correct. However, if they vary more than 
three pounds they should be corrected. To test the brake 
cylinder gauge the test gauge must be connected to the 
brake cylinder pressure direct. There is another method 
that is approximately correct for testing the brake 
cylinder gauge. Make a given service reduction in brake 
pipe pressure, for example, say a 10-pound reduction. If 
the brake cylinder gauge is correct it should register about 
2y 2 pounds pressure in the brake cylinder for each pouud 
of brake pipe reduction, consequently a 10-pound brake 
pipe reduction should register about 25 pounds on the brake 
cylinder gauge. 

Q. How should a test be made of the feed valve? 

A. See that the system is fully charged to the maximum 
pressure, place the automatic brake valve in running po- 
sition, then open the angle cock at the rear of tender a suf- 
ficient amount to produce a leak equivalent to a brake pipe 
leakage of 7 to 10 pounds per minute. The rise and 



272 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



/'^3 




Fig. 42. E-6 Safety Valve 



WESTINGHOUSE AIR BRAKE 273 

fall of the brake pipe gauge hand will indicate the open- 
ing and closing of the feed valve. The feed valve is sup- 
posed to open and close with a variation of about 2 pounds 
on a light engine. If it varies more than this it needs 
attention. 

Q. Suppose the gauge hand does not move up and down 
at all, where would you look for the trouble? 

A. This would denote too loose a fitting supply valve pis- 
ton which would allow the brake pipe leakage to be supplied 
past the loose fitting piston, also past the regulating valve. 

Q. If the fluctuation is more than two or three pounds 
what does it indicate? 

A. It indicates that the operating parts of the valve are 
dirty or they are fitting too tightly in the bushing. 

Q. In the event the brake pipe pressure exceeds the 
adjustment of the feed valve and registers too high a pres- 
sure, how can you determine if the fault is in the feed valve 
or in the brake valve? 

A. The feed valve is used only in running and holding 
positions, therefore by placing the valve on lap if the brake 
pipe pressure is permitted to raise it is fair to presume that 
the trouble is in the rotary valve or gasket and not in the 
feed valve. 

Q. How can a test for brake pipe leakage be made? 

A. Make a 5-pound reduction from brake pipe pressure 
and place the brake valve on lap position. Then note the 
fall in brake pipe pressure as indicated on the black hand 
of the small gauge. This leakage should not exceed 5 pounds 
per minute. 



274 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. How can it he ascertained if the low pressure gov- 
ernor is properly adjusted? 

A. A thorough knowledge of the proper pressure recom- 
mended in each class of service on the road you are con- 
nected with is necessary, with the brake valve in the differ- 
ent positions, before an answer to this question could be 
intelligently given. However, it is quite common practice 
on many railroads, especially in level countries, to carry 
20 pounds excess pressure in running position, therefore, 
the red hand on the large gauge should register 20 pounds 
in advance of the black one. When the valve is placed in 
lap position the red hand should advance to the adjustment 
of the high pressure governor. It should be borne in mind 
that the low pressure governor top of the S. F. 4 pump gov- 
ernor controls the pressure in the first three positions of 
the brake valve, release, running and holding positions. 
Consequently if the brake pipe pressure registers the proper 
amount, but the main drum pressure is either more or less 
than the standard, it is the fault of the low pressure gov- 
ernor ; if the pressure is too low the regulating spring needs 
tightening ; while if the pressure is too high, the regulating 
spring needs to be slacked off a little. However, the gov- 
ernor must not be condemned when the fault is in the feed 
valve. For example : Suppose the air gauge registered 65 
brake pipe and 85 reservoir pressure. This would indicate 
that the adjusting spring in the feed valve is too loose and 
needs to be tightened, which will increase the main, drum 
and brake pipe pressure an equal amount. Consequently, 
slacking off on the adjusting spring of the feed valve will 
have the opposite effect on both pressures. If the red 
hand is more than 20 pounds above the black hand it 
indicates that the adjusting spring in the governor needs 
slacking off. While if the red hand registers less than 20 



WESTINGHOUSE AIR BRAKE 275 

pounds in excess of the black hand it indicates that the 
adjusting spring is too loose and needs to be tightened. It 
must be understood, however, that in order to adjust this 
governor properly the brake valve must be placed in run- 
ning position. 

Q. How can it be ascertained if the high pressure gov- 
ernor is properly regulated? 

A. By placing the brake valve in lap position and noting 
if the governor controls the pump at the proper amount, 
bearing in mind that the pump is controlled by the high 
pressure governor on lap, service and emergency position 
of the brake valve, consequently if the main drum pressure 
raises above the standard amount the tension of the reg- 
ulating spring is too tight. While if the pressure is too low 
it indicates that the regulating spring is too loose and needs 
adjusting. 

Q. Does a defect in the brake valve or feed valve that 
would destroy excess pressure have any effect on the excess 
pressure governor controlling the pump, and if so, how 
does this differ from the old equipment f 

A. Yes. A defect in either brake valve or feed valve that 
will have the effect of destroying excess pressure with the 
old equipment will have no effect on the governor control- 
ling the pump, but a similar defect in the E. T. equipment 
will cause the pressure in the feed valve pipe to be increased 
possibly to that of main reservoir pressure, thus raising the 
pressure on the upper side of the diaphragm of the low pres- 
sure governor. This will hold the pin valve to its seat, pre- 
venting the governor from operating, permitting the pump 
to raise the pressure to the adjustment of the high pressure 
governor. Therefore, we see that a defect in either brake 
valve or feed valve, not only affects the brake valve or feed 



276 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

valve, but also the governor. Furthermore, a defect in the 
feed valve that would cause it to fail to supply the brake 
pipe properly, such as a stuck supply piston in closed posi- 
tion or regulating valve failing to operate properly, would 
cause a depletion in pressure above the diaphragm of the 
low pressure governor. The main reservoir pressure 
underneath the diaphragm would cause it to raise, unseat- 
ing the pin valve and stopping the pump, or at least slow- 
ing it down. 

Q. Are there any other causes that would prevent the 
pump from making the proper number of strokes per,min~ 
ute, thus failing to maintain the pressure f 

A. Yes, a leak in the connections leading to the upper side 
of the governor diaphragm or a stoppage in the pipe. In 
fact, anything that will prevent the standard pressure be- 
ing maintained above the diaphragm. 

Q. What causes the pump to stop and refuse to start for 
some little time after being coupled to a train and the angle 
cock opened with the E. T. equipment? 

A. The same reason as has been explained in the preced- 
ing question. When the angle cock is opened at the back 
of the tender this allows the brake pipe air to pass into the 
empty train pipe, causing a reduction in pressure above the 
diaphragm of the excess pressure governor, which results 
in that governor stopping the pump. 

Q. What is the best method of getting the pump started 
as quickly as possible? 

A. Place the brake valve in release position until the 
main reservoir and brake pipe pressure becomes about equal, 



WESTINGHOUSE AIR BRAKE 277 

bearing in mind that as long as the red hand on the air 
gauge registers more than 20 pounds above the black hand 
that the governor is very apt to be in closed position. 



Testing Automatic and Independent Brake Valve 

Q. How should the automatic brake valve be tested? 

A. Have the" equipment fully charged. The brake valve 
should then be tested in order to determine if the handle can 
be moved freely from one position to the other. If not, it 
may be due to a dry rotary or rotary key gasket. To remedy 
this they should be oiled and if necessary cleaned. This 
brake valve is provided with an oil plug, also provision is 
made for oiling the rotary key gasket by removing the cap 
nut on the top of the stem. 

Q. How should a test be made to distinguish between a 
leaky rotary or seat and a leaky body gasket 18? 

FIRST METHOD 

A. Place the brake valve in service position until all the 
air has been exhausted from the equalizing reservoir and 
brake pipe. Then close the cut-out cock under the brake 
valve. If air then escapes from the brake pipe service ex- 
haust it indicates that main reservoir pressure is leaking 
by the rotary into the space below the equalizing piston, 
holding it from its seat and passing out through the ex- 
haust. However, if it continues to blow from the direct 
exhaust at the back of the brake valve it denotes that main 
reservoir air is escaping past the gasket 18 into chamber D 
above the piston, thence out through the preliminary ex- 
haust and direct exhaust to the atmosphere. 



278 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 
SECOND METHOD 

A. Make a reduction of about X5 pounds, lap the brake 
valve and close the cut-out cock under the brake valve. If 
a blow occurs at the brake pipe exhaust under the brake 
valve it indicates a leaky rotary valve or seat. However, 
if the body gasket 18 is leaking main reservoir air will pass 
into chamber D and as the brake valve is now in lap po- 
sition, will cause the black hand on the large gauge to in- 
crease, thus denoting a leaky gasket. 

Q. In the event of a blow at the service exhaust of the 
brake valve when the handle is in release, running or hold- 
ing, what is the cause and how can it be remedied? 

A. This is caused by the equalizing piston being held 
from its seat by a foreign matter, or the seat is defective. 
If the cause is due to foreign matter holding the valve 
from its seat, the trouble can sometimes be overcome by 
closing the cut-out cock under the brake valve, then make 
a heavy reduction and return the valve to release position. 
This will cause an exceptionally heavy blow at the service 
exhaust, which will more than likely remove the dirt and 
permit the valve to be seated. Also tapping the piping be- 
low the brake valve while the air is escaping may assist the 
cause. If this does not remedy the trouble it is fair to pre- 
sume that the Valve or seat is defective and will have to be 
repaired. 

Q. How can the condition of the packing ring on the 
Equalizing piston be determined without removing same? 

A. Have the equipment fully charged, place the brake 
valve on lap, then open the angle cock at the back of the 
tender and note how rapidly the black hand on the air gauge 
falls. It must be remembered, however, that all packing 



WESTINGHOUSE AIR BRAKE 279 

rings leak more or less and that we must not condemn the 
packing ring if the fall is slow. 

Q. How long should it take to reduce the equalizing 
reservoir from 70 to 50, also from 110 to 90? 

A. With conditions normal a reduction of 20 pounds from 
a 70-pound pressure should be made in from 6 to 7 seconds, 
and from 110 pounds in from 5 to 6 seconds. 

Q. What might cause this reduction to he too slow? 

A. The preliminary exhaust port being partially stopped 
up. A leak past the gasket 18 either from the main reser- 
voir or brake pipe side, a leaky rotary valve or a loose fitting 
equalizing piston packing ring. 

Q. What might cause the reduction to be too rapid? 

A. This is a very important question and one that should 
be thoroughly understood. If the preliminary exhaust port 
is too large it will allow the air from the equalizing reser- 
voir to escape to the atmosphere too fast when the brake 
valve is placed in service position. Also if there is any 
stoppage in the connection or ports between the automatic 
brake valve and the equalizing reservoir or the equal- 
izing reservoir partially filled with water or leaks in the 
connections between the brake valve and equalizing reser- 
voir, or connections to the gauge. Sometimes these leaks 
occur inside the gauge which necessitates applying soap 
suds in order to locate the leak. 

Q. How should the independent brake valve be tested for 
defects? ' 

A. The causes for the valve working hard are similar to 
those described in the automatic, therefore the remedies are 
the same. However, in the event of the handle working 
hard after the valve and stem have been well oiled it may 



280 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

be due to the return spring or its bushing. The only rem- 
edy for this is to have it taken out and examined and the 
necessary repairs made. In the event that the handle does 
not return from release to running or from quick appli- 
cation to slow application the fault is in the return spring 
and will have to be removed in order to overcome the 
trouble. A leaky rotary valve or seat might allow the air 
from above the rotary to pass into the application cylinder 
pipe and thence into the application cylinder. From the 
application cylinder this air might find its way out through 
the exhaust cavity in the equalizing slide valve. From there 
it can pass out through the distributing valve release pipe 
through the independent and automatic brake valve, caus- 
ing a blow at the direct exhaust, both valves in running 
position. However, if either valve was placed on lap this 
leakage would cause a pressure to be built up in the appli- 
cation cylinder which would more than likely raise the 
brake cylinder pressure to the adjustment of the reducing 
valve 45 pounds. In the event of any leakage into the ports 
leading into the release pipe this air would pass out freely 
through the automatic brake valve, causing a blow at the 
direct exhaust. 

DISTRIBUTING VALVE DEFECTS 

Q. What would cause a blow at the brake cylinder ex- 
haust of the distributing valve when the brakes are in re- 
lease position? 

A. A defective application valve or seat equalizing cap 
gasket allowing brake pipe air to pass into port M, thence 
passing upward into the brake cylinder space above the ex- 
haust valve, then flowing out through the brake cylinder 
exhaust to the atmosphere. "Where the emergency cap is 
attached the emergency valve will also cause a constant 



WESTINGHOUSE AIR BRAKE 281 

blow at the brake cylinder exhaust when the brakes are re- 
leased. To distinguish whether the' leak is coming from the 
application valve or from the emergency valve or cap, close 
the cut-out cock in the distributing valve supply pipe. If 
the leak ceases it indicates a leaky application valve, while 
if it continues, it denotes that the emergency valve or cap 
gasket is leaking. 

Q. Is there any other way that a leaky application valve 
will be indicated f 

A. Yes. When the brakes are applied, a leaky applica- 
tion valve or seat will cause the brake cylinder hand on the 
small gauge to fluctuate. For example: Suppose a full 
service application was made, raising the pressure in the 
application cylinder to 50 pounds and in the brake cylinder 
also. A leakage of main reservoir air past the application 
valve would cause the red hand on the small gauge to raise 
possibly to 55 or more. This pressure would eventually 
force the application valve back to release position, causing 
a momentary blow at the brake cylinder exhaust. The 
brake cylinder hand would drop. When the leakage passed 
the application valve would again increase the pressure, 
causing the red hand to move up again. 

Q. How can a leaky exhaust valve be located and what 
effect will it have on the brake. 

A. The exhaust valve is never used only while the brakes 
are applied, therefore, its duty is to open and close com- 
munication between the brake cylinder and the atmosphere. 
Consequently any escape of air from the brake cylinder ex- 
haust of the distributing valve is due to a leaky exhaust 
valve. This is a brake cylinder leak and would not effect 
the brake seriously as the leakage would undoubtedly be 
supplied by the application valve. 



282 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. How can a test be made to ascertain the condition of 
the packing ring and leather on the application piston? 

A. Close the cut-out cock in the distributing valve sup- 
ply pipe and remove the small quarter-inch drain plug in 
the bottom of the application part of the distributing valve. 
This plug is tapped into port M, Sometimes a small pet 
cock is used instead of the plug, then place the handle of 
the independent brake valve in v application position. If air 
escapes in any great quantity from the opening it indicates 
a leaky packing ring and leather. 

Q. How can the condition of the equalizing piston pack- 
ing ring be determined? 

A. Have the equipment fully, charged, then remove the 
drain plug from the bottom of the- application chamber. 
Next make a series of light reductions, bearing in mind that 
if the equalizing piston and valve moves out, air will be 
transferred from the pressure chamber to the application 
chamber and a blow will be the result. However, if no blow 
occurs at the opening, after making several light reductions 
it indicates that the pressure chamber air is escaping by 
the loose fitting piston and the feed groove in the bushing 
out into the brake pipe. It should be understood that the 
volume of air contained in the pressure chamber is very 
much smaller than that of the old auxiliaries used with the 
old equipment. Consequently these packing rings necessar- 
ily have to be kept in good condition. 

Q. How can a test be made to determine the condition of 
the check valve in the emergency cap where such is used? 

A. Make an over reduction of about 20 pounds, close the 
cut-out cock under the brake valve and notice if the brake 
pipe gauge hand registers a raise in pressure. If so it in- 



WESTINGHOUSE AIR BRAKE 283 

dicates that brake cylinder air is escaping past the check 
valve into the brake pipe. 

Q. What effect will a weak or broken graduating spring 
in the distributing valve have on the operation of the brake? 

A. If, during a service reduction, the equalizing piston is 
permitted to travel out the full travel, due to a weak or 
broken spring, a quick raise in brake cylinder pressure to 
possibly 65 pounds will be the result. This is due to the 
fact that when the piston travels out against the cap gas- 
ket the equalizing slide valve closes communication between 
the pressure chamber and application chamber equalizing 
with the application cylinder only. 

Q. Will this action of the equalizing portion of the dis- 
tributing valve going into emergency position have any ef- 
fect on the train brakes ? 

A. No, not unless the quick action cap is attached. This 
is due to the fact that where the plain cap is in use there 
is no brake pipe air vented into the brake cylinder, there- 
fore, it could not affect the train brakes in any manner. 

Q. How could a leaky equalizing slide valve be located? 

A. A leaky equalizing slide valve will allow the pressure 
chamber air to escape into the exhaust cavity of the valve, 
thence into the distributing valve release pipe, causing a 
blow at the direct exhaust port of the automatic brake 
valve. However, if either brake valves are placed on lap 
position it will cause the pressure in the application cyl- 
inder to build up, which will be indicated on the brake cyl- 
inder hand of the gauge. This will cause the equalization 
to take place at about brake pipe pressure or the adjustment 
of the safety valve. 



284 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. How could a leaky graduating valve be located, and 
ivhat effect would it have on the operation of the brake? 

A. If there is no blow at the direct exhaust of the auto- 
matic brake valve with both valves in running position it is 
fair to presume that. the equalizing slide valve is tight. Make 
a partial service application of about 10 pounds, lap the 
brake valve and close the cut-out cock under the brake valve, 
then move the brake valve to running position. If the 
brake releases, it is an indication of a leaky graduating 
valve. Still another method is to make a reduction of about 
10 pounds, lap the brake valve and remove the safety valve 
and note if any air escapes during the time the graduating 
valve is in lap position, this being the only time that the 
safety valve is out of service. 

Q. Will a leaky equalizing slide valve in the distributing 
valve cause the brakes to release on second engine in a 
doubleheaderf 

A. Yes. This is due to the fact that the second engine 
in the train will have the cut-out cock closed and the brake 
valve in running position, therefore a leaky equalizing slide 
valve will permit pressure chamber air to escape out through 
the release pipe, causing a reduction in pressure on the 
pressure chamber side of the equalizing piston, which will 
cause it to move to release position and release the brakes. 

Q. Will a leak from the pressure chamber cause the brakes 
to release in the same manner as a leaky slide valve? 

A. Yes. This will cause the pressure chamber to become 
less than brake pipe pressure, which will cause the equal- 
izing piston to move to release position, releasing the brakes 
in the same manner as in the previous question. 



WESTINGEtOUSE AIR BRAKE 285 

Q. How can a test be conducted to determine if the gas- 
ket between the divided reservoir and the operative parts of 
the distributing valve, allow main reservoir air to pass 
into the application chamber and cylinder? 

A. In the first place, it should be borne in mind that this 
is main reservoir pressure, therefore, as long as both brake 
valves remain in running position the air will pass out 
through the direct exhaust port of the automatic brake 
valve. However, should either brake valve be placed in lap, 
the leakage of air into the application chamber and cylinder 
would build up to the adjustment of the safety valve, caus- 
ing a constant blow at the same, therefore, in order to 
distinguish for a certainty, close the cut-out cock in the 
distributing valve supply pipe and if the blow stops it is an 
indication that the air is coming from the main reservoir 
and the fault can be charged to a defective gasket. 

Q. Describe an easy method of testing the safety valve? 

A. In order to adjust the safety valve without changing 
the independent reducing valve, close the cut-out cock under 
the automatic brake valve and place the valve in emergency 
position. Next adjust the safety valve by the red hand on 
the No. 2 gauge at 68 pounds. 

Q. How does the gauge indicate brake cylinder leakage? 

A. Brake cylinder leakage is indicated by the red hand 
on the small gauge fluctuating up and down. To make a 
test, apply the brakes with full service pressure. This will 
cause the brake cylinder hand to register 50 pounds. If the 
brake cylinder leakage is very heavy, the red hand on the 
gauge will possibly fall from 50 to about 45 pounds, when 
it will again move up to the original pressure, indicating- 



286 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

that the loss in brake cylinder pressure is being supplied 
by the application valve. 

Q. In the event of a blow at the direct exhaust of the 
automatic brake valve how can it be determined if the fault 
is in the automatic brake valve, independent valve or dis- 
tributing valve f 

A. First lap the independent brake valve, if this stops 
the blow it is very evident that the trouble is not in the 
automatic brake valve. If the trouble is in the independent 
brake valve it is more than likely that the brake will grad- 
ually apply up to the adjustment of the reducing valve. 
While if it is due to a defect in the distributing valve the 
brake will apply at a higher pressure. Another method of 
locating this defect is to disconnect the pipes at the dis- 
tributing valve and note which direction the air comes from. 

Q. How can a general test be made for leaks in the pipes 
and connections? 

A. First make a service reduction of about 15 pounds, 
lap the brake valve then pay strict attention to the gauges, 
also close the cut-out cock in the distributing valve supply 
pipe, stopping the pump. If the red hand on the large 
gauge falls it denotes a leak in main reservoir pressure. 
While if the black hand on the large gauge falls it denotes 
a leak in equalizing reservoir pressure. This will usually 
be accompanied by a blow at the service exhaust port of the 
automatic brake valve. If the red pointer on the small 
gauge falls it denotes a brake cylinder leak, while if the 
black hand falls, there is a leak from brake pipe pressure. 
In the event of the engine brakes releasing while the auto- 
matic brake valve is on lap, it indicates a leak from the 
application cylinder pipe, cylinder cap or plug in the bot- 



WESTINGHOUSE AIR BRAKE 287 

torn of the application chamber, or safety valve leaking. 
If the brake does not release, open the cut-out cock in the 
distributing valve supply pipe and place the independent 
brake valve on lap. Next move the automatic brake valve 
to holding position. This will cause the equalizing piston 
and slide valve to move to release, letting air into the release 
pipe between the distributing valve and the independent 
brake valve. If the brake then releases, you can rest as- 
sured there is a leak in that portion of the pipe. However, 
if the brake does not release under these conditions, move 
the handle of the independent to running position. If the 
brake then releases there is a leak in that section of the pipe 
between the independent and automatic, sometimes called 
the loop pipe. It is necessary sometimes to use soap suds 
in order to locate these leaks. It is also very important 
that the safety valve be kept free from leaks, as this valve 
is in communication with the application cylinder at all 
times, excepting in automatic service lap. 

Broken Pipes on E T Equipment 

Q. What would be the effect and what should be done in 
the event of the pipe leading to the excess pressure governor 
top breaking off? 

A. If this pipe should break or be leaking very badly it 
will release the pressure from above the diaphragm. Main 
reservoir pressure will then force the diaphragm upward, 
unseating the pin valve, thus stopping the pump. To over- 
come this trouble stop up the broken pipe and place a blind 
gasket in the union of the lower pipe leading to the same 
governor. Still another method is to close up the broken 
pipe and screw down on the adjusting screw until the spring 
is made solid, cutting the governor out of commission. 
The high pressure governor will then control the pump. 



288 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. What effect would it have on the operation of the 
pump if the lower pipe to the excess pressure governor 
should break? 

A. This is the pipe that conveys main reservoir pressure 
to the under side of the diaphragm, therefore, if this pipe 
breaks the governor will be inoperative. To overcome the 
trouble close up the broken pipe, permitting the high pres- 
sure governor to control the pump at all times. 

Q. What effect will it have on the operation of the pump 
if the high pressure governor pipe should break? 

A. Plug up the broken pipe and proceed, using caution 
during the time that the brake valve is on lap position, bear- 
ing in mind that while the brake valve is on lap there will 
be no governor to control the pump. We must therefore 
guard against too high a pressure being obtained while the 
valve is on lap. It should be understood by all enginemen 
that the low pressure governor controls the pump in the 
first three positions, release, running and holding. The 
high pressure governor controlling the pump in the last 
three positions, lap, service and emergency. 

Q. What effect will it have on the operation of the brake 
valve if the equalizing reservoir pipe is broken off and what 
method should be adopted in order to handle the brakes 
successfully? 

A. When the equalizing reservoir pipe breaks you have 
lost the volume of air contained in the equalizing reservoir, 
therefore the brake valve cannot be operated successfully 
in service position. The reason for this is, owing to the 
volume of air in chamber D above the piston, passing 
out to the atmosphere when the brake is placed in ser- 
vice, thus causing a much heavier reduction than was de- 



WESTINGHOUSE AIR BRAKE 289 

sired. In order to handle the brakes successfully, plug up 
the broken pipe next to the brake valve, also plug up the 
service exhaust under the brake valve. When it is desired 
to apply the brakes the handle of the brake valve must be 
moved from running position to emergency position, en- 
deavoring to open the direct application port a small 
amount. The black hand on the small air gauge will indi- 
cate, the reduction being made. When the necessary reduc- 
tion has been made great care must be exercised in lapping 
the brake valve in order to avoid the rush of air from the 
rear end, building up in the forward end, thus releasing 
some of the head end brakes, which would very likely break 
the train in two. 

Q. What should be done if any of the gauge pipes break 
off? 

A. Plug up the broken pipes in order to prevent a waste 
of air and proceed without the use of that gauge. 

Q. What should be done in the event of the main reser- 
voir pipe breaking off where it connects to the automatic 
brake valve? 

A. The broken pipe should be repaired, if possible. How- 
ever, if it becomes absolutely necessary to handle the brakes 
in this manner it can be accomplished by the following 
method. First plug up the broken pipe in both directions. 
The equipment can then be charged by placing the handle 
of the brake valve halfway between release and running 
position. This will permit the feed valve pressure to pass 
on top of the rotary holding it to its seat. It must be borne 
in mind, however, that the same pressure will exist on both 
sides of the diaphragm of the low pressure governor, there- 
fore, this governor will be out .of service. The high pres- 
sure governor should be adjusted at whatever pressure is 



290 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

desired in the brake pipe. It will also be necessary to re- 
lease the brakes in this position, exercising good judgment 
as the amount of excess pressure available for releasing the 
brakes would be the amount of reduction made. 

Q. Can the brakes on the train be operated if the brake 
pipe is broken between the foundation brake pipe and the 
automatic brake valve? 

A. The writer would not go on record as recommending 
this generally in practice, but in order' to answer the ques- 
tion will endeavor to give the different methods under which 
the train brakes can be operated by the use of the inde- 
pendent brake valve. 

FIRST METHOD 

A. Plug up the broken pipe in both directions and if the 
distributing valve is equipped with the quick action cap, re- 
move the emergency valve and check valve from the quick 
action cap, next adjust the independent reducing valve to 
brake pipe pressure, then by carrying the independent 
brake valve in quick application position, allowing the pres- 
sure to pass through the application cylinder pipe into the 
application cylinder, which will force the application piston 
and valve to application position. This will permit air from 
the main reservoir to pass down through the application 
valve, thence through port M and up through the opening 
in the seat of the emergency valve into the brake pipe, keep- 
ing it charged up to the adjustment of the reducing valve. 
It must be understood, however, that all engine brakes must 
be cut out. When necessary to apply the brakes, the inde- 
pendent valve must be moved to release position. This will 
reduce the pressure on the application piston which will 
cause the piston to move toward release position, closing 
the application valve and opening the exhaust, allowing 



WESTINGHOUSE AIR BRAKE 291 

brake pipe air to escape to the atmosphere, through the 
brake cylinder exhaust of the distributing valve, causing a 
reduction in brake pipe pressure, thus applying the brakes. 
In the event of the exhaust continuing too long, by moving 
the independent brake valve to slow service, admitting a 
small quantity of air into the application cylinder will close 
the exhaust. 

SECOND METHOD 

A. In the event of the quick action cap not being at- 
tached the same work can be obtained by coupling the brake 
cylinder hose on the engine to the brake pipe hose on the 
tender and working the independent brake valve as de- 
scribed in the former method. Still another method is to 
cut out that portion of the equalizing cap gasket between 
the brake pipe pressure and port M, allowing the air to 
pass back and forth through the same port as was used in 
the first method. 

Q. What should be done if the brake pipe should break 
off the engine just forward of the connection, between the 
engine and tender? 

A. In this case the automatic brake valve can still be 
operated by plugging up the broken pipe and coupling the 
brake pipe hose on the front of the engine to the signal line 
hose. Next couple the signal line hose to the brake pipe 
hose on the tender or the signal line hose can be coupled to 
the brake pipe hose between tender and first car, providing 
it is in passenger service. 

Q. What would be the effect and what should be done in 
the event of the feed valve pipe breaking off? , 

A. If the feed valve pipe breaks between the brake valve 
and the connection leading to the excess pressure governor 
the effect will not only prevent the brake valve being car- 



292 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

ried in running position, but it will immediately stop the 
pump. The remedy for this would be to first slack off on the 
regulating spring of the feed valve, thus allowing the feed 
valve to assume closed position, which will prevent a loss of 
main reservoir air. Next plug up the broken pipe on the 
brake valve end. In order to permit the pump to operate 
it will be necessary to place a blind gasket in the lower pipe, 
leading to the excess pressure governor, cutting this gov- 
ernor out of service, it will also be necessary to carry the 
brake valve in release position in order to supply the equip- 
ment. It must also be borne in mind that release position is 
a holding position, therefore any leakage about the distrib- 
uting valve would be more than likely to cause the brakes to 
creep on. In order to eliminate this, the distributing valve 
release pipe should be disconnected or the independent 
brake valve held in release position, and the writer would 
recommend the former. However, if this pipe should break 
between the feed valve and the governor connection by 
slacking off on the feed valve and plugging the pipe, the low 
pressure governor would still control the pump. Aside 
from this, this breakdown would be treated in a similar man- 
ner to the method just described. 

Q. What would be the effect if the distributing valve re- 
lease pipe should break, and what should be done to rem- 
edy it? 

A. In the event of the distributing valve release pipe 
breaking off it is not necessary to do anything. The only 
effect this will have on the operation of the brake will be to 
destroy the holding feature of the automatic and to release 
the brake if the brake is applied with the independent and 
placed on lap or slow application position. However, if 
there is a considerable amount of switching to be done with 
the independent, the broken pipe may be plugged. 



WESTINGHOUSE AIR BRAKE 293 

Q. What should be done in the event of the distributing 
valve supply pipe breaking off? 

A. Ordinarily, unless it becomes absolutely necessary to 
have the engine brakes, the cut-out cock should be closed or 
the pipe plugged, in order to save main drum pressure, and 
proceed without the use of the engine brakes. However, if 
it becomes necessary to operate the engine brakes, it can be 
accomplished by plugging up the broken pipes from both 
directions. Next remove the cap from the application cyl- 
inder and application valve, take out the application valve 
and pin, also remove the application piston. Keplace the 
caps and plug up the brake cylinder exhaust. The brakes 
can then be operated by the independent brake valve as a 
straight airbrake. 

Q. What effect would a broken application cylinder pipe 
have on the operation of the engine brakes and how should 
this be treated? 

A. The effect of a broken application cylinder pipe would 
prevent the brakes from being operated under any con- 
dition with the independent, but would not affect the auto- 
matic except in emergency, when it would prevent the air 
from passing through the automatic brake valve to the ap- 
plication cylinder. The remedy for this trouble would be 
to plug up the opening toward the distributing valve and 
operate the brakes with the automatic. 

Q. What effect would a broken brake pipe have where it 
connects to the distributing valve (the branch pipe) f 

A. In the event of this pipe breaking off it would cause 
the brakes to apply and also would prevent the brakes on 
the engine being operated by the automatic brake valve. 
In order to use the brakes, plug up the opening in the 
broken pipe, next to the brake pipe line release the brakes 



294 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

with the independent and proceed. "When it is desired 
to apply the brakes the independent must be used on the 
engine and the automatic on the train. It will take a little 
longer to apply and release the brakes on the engine, due 
to the fact that each time the brake is applied the pressure 
chamber will be charged and this volume of air will have to 
be drawn out again when releasing. 

Q. What should be done in the event of the brake cylin- 
der pipe breaking off next to the distributing valve? 

A. This would be indicated by a loss of main reservoir 
pressure when the brakes were applied. This trouble can 
sometimes be remedied by the use of two signal line. hose. 
However, if the broken pipe cannot be patched in this man- 
ner, close the cut-out cock in the distributing valve supply 
pipe and proceed without the use of the engine brake. 

No. 5 E. T. Equipment 

The No. 5 and 6 E. T. equipment is so nearly alike in 
operation and design that it is only necessary to treat on 
such parts as require different methods of treatment in 
case of breakage. It should be borne in mind that the only 
difference in piping at the distributing valve is in the two 
small pipes at the left. The lower pipe on the left is termed 
application cylinder pipe :and is use for setting and releas- 
ing the engine brakes with the independent brake' valve. 
Also for releasing the brakes with the automatic by way of 
the independent brake valve. 

BROKEN APPLICATION CYLINDER PIPE 

When this pipe breaks there will be a direct opening from 
the application cylinder and chamber to the atmosphere. 
Therefore in order to operate the brake properly, in the 



WESTINGHOUSE AIR BRAKE 295 

event of the lower pipe breaking, it must be plugged and- 
disconnect the second pipe (doubleheader pipe) between 
the distributing valve and the cut-out cock under the brake 
valve. This will allow the exhaust from the application cyl- 
inder and chamber to pass out through the open pipe. The 
holding feature will be inoperative. 

BROKEN DOUBLEHEADER PIPE 

In case of the doubleheader pipe breaking off it can be 
left open. The only effect it will have on the operation of 
the brakes is that the holding feature will be inoperative, 
and the independent will not hold while on lap position. 
In the event of the distributing valve supply pipe breaking 
off the same methods can be applied as those recommended 
for the No. 6, except that in view of the fact that the No. 5 
uses a half-inch pipe instead of three-quarter, the broken 
pipe cannot be mended by the use of signal hose as with 
the No. 6. 

BROKEN BRAKE PIPE 

In event of the brake pipe breaking off where it connects 
to the distributing valve, it will be necessary to plug the 
broken pipe, and remove the equalizing cap and block the 
equalizing piston in release position. This is done in order 
to prevent the maintaining feature from building up too 
high a pressure in the brake cylinder. 

BROKEN BRAKE CYLINDER PE?E 

In event of the brake cylinder pipe breaking off it will be 
necessary to close the cut-out cock in the distributing valve 
supply pipe, and operate the brakes on the train without the 
use of the engine brakes. 



296 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 43. GqyLp Old Type Steam Eegulator 



GOULD STEAM HEAT REGULATOR 

Q. Describe the action of the Gould Regulator. 

A. By screwing down on the handle X as shown in Fig. 
43, until the desired pressure is obtained in the system, the 
controlling valve S is opened, steam can now pass up around 
the controlling valve, thence down through a small passage 
(shown in dotted lines) to the space above the diaphragm Q. 
This pressure forces the main supply valve K from its seat, 
allowing a flow of steam to pass through into the system. 
Until the pressure underneath the controlling diaphragm R 
becomes equal to or a little higher than the tension of the 
adjusting spring V, when the diaphragm will move upward, 
allowing the controlling valve S to be seated by the spring 
U. This prevents steam from reaching the top of the 
diaphragm Q, when the main valve spring T, assisted by the 
steam pressure, will close the main supply valve, shutting 
off the flow of steam to the system until such time as there 
is a reduction in the pressure under the diaphragm R, when 
the parts will again assume open position. In the event of 
any small amount of leakage past the controlling valve into 
the space above the diaphragm Q, it can pass out through 
the small port Z in the plug. 

Fig. 44 is a later type of Gould Pressure Regulator. This 
valve is used when the demand for steam is greater, due to 
the use of two generators, being used in baggage cars. It 
will be seen that this valve has only one diaphragm, and the 
control valve is operated by a bell crank and located inside. 

297 



298 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



2 OUTLET 




li INLET 



Fig. 44. Gould Steam Pressure Regulator 



STEAM HEAT APPARATUS 299 

OPERATION 

By screwing down on handle T the spring is sufficiently 
compressed, to move the diaphragm N and bell crank I, thus 
opening the control valve H, allowing steam to pass into the 
chamber above the piston F, forcing it down, opening the 
main valve E, allowing steam to enter the system from the 
low pressure side of the regulator. Until such time as the 
pressure below the diaphragm becomes higher than the ad- 
justment of the spring 0, when the diaphragm will move 
upward, permitting the control valve to seat, shutting off 
the steam from under side of the diaphragm U. In the event 
of the control valve closing entirely and any reduction takes 
place above the main piston F, the main valve will be forced 
to its seat by the spring Q and the steam pressure, acting 
against the under side. Hence it will be seen that as the 
pressure raises and falls in the chamber underneath the 
diaphragm U, the control valve will be opened and closed 
through the operation of the Bell Crank and diaphragm. 

Mason Steam Heat Reducing Valve 

Q. Describe the operation of the Mason Regulating Valve. 

A. Fig. 45 is a view of the Mason Reducing Valve in 
normal position (closed). However, as the auxiliary valve 
C is held open by the adjusting spring F, steam from the 
boiler entering the valve at A is free to pass up through port 
P and down through P 1 to the under side of piston D, forc- 
ing it upward. The upward movement of piston D also causes 
the main valve C to raise from its seat, allowing steam to 
pass into chamber B and out into the train steam pipe at B. 
The steam from B is also free to pass up through port Q to 
the under side of the diaphragm G, when the pressure be- 
comes greater than the tension of the adjusting spring F. 



300 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 45. Mason Steam Heat Regulator 



STEAM HEAT APPARATUS 301 

The diaphragm is forced upward. This allows the auxiliary 
spring to close the auxiliary valve C, thus shutting off steam 
from ports P and piston D, when the boiler pressure in 
chamber A, assisted by the main valve spring, will force the 
main valve to its seat, shutting off the supply of steam from 
the train system. The small amount of steam that is trapped 
underneath piston D escapes past the piston and out into 
the train system through port R. As soon as the pressure 
beneath the diaphragm becomes less than the tension of the 
adjusting spring F, the diaphragm will move down, unseat- 
ing the auxiliary valve, allowing steam to pass to the under 
side of piston D, unseating the main steam valve, again 
supplying steam to the system. 



DEFECTS 

Q. "Where would you look for the trouble in the event of 
not getting sufficient steam to heat the train? 

A. Ports P stopped up, piston D stuck down, or the 
adjusting spring F not properly adjusted. 

Q. What might prevent the valve from shutting off the 
steam to the train when the proper pressure has been ob- 
tained? 

A. Port Q stopped up, auxiliary valve spring broken, or 
the valve stuck in open position. Piston D stuck up in open 
position. Adjusting spring E screwed down too tight. 

Q. What can be done to heat the train in the event of the 
valve failing in closed position? 

A. Remove the lower cap E and place a washer under the 
dash piston and replace the cap. 



302 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




IN LET SLEEVE 



OUTLET SLEEVE 



Fig. 46. The Leslie Steam Heat Kegulator 



STEAM HEAT APPARATUS 303 

Leslie Steam Heat Regular Valve 

Q. 1. Describe the operation of the Leslie Steam Heat 
Regular Valve ? 

A. The valve being adjusted to the desired pressure, 
steam enters the valve body on the boiler side at the point 
marked R, Fig. 46, normal position of the main steam valve 
being closed. No steam can pass to the steam line. Boiler 
pressure, however, can pass up through port S in the body 
of the valve into the controlling valve chamber. The normal 
position of the controlling valve j being open, steam is free 
to flow up past the valve j, thence across and down through 
port v on top of the main piston. The area of this piston 
is such that the steam pressure can easily force it down, un- 
seating the steam valve D against the boiler pressure and 
the tension of the main valve spring E, thus allowing live 
steam to flow into the train line. Also up through port U on 
the train line side under the diaphragm until the pressure in 
the train, which is always present below the diaphragm, be- 
comes greater than the tension of the regulating spring L, 
when the diaphragm will be forced upward, permitting the 
controlling valve spring to seat the controlling valve, shut- 
ting off the steam from the upper side of the main piston F. 
Any steam entrapped above the piston will condense or leak 
past the packing ring. Boiler pressure, assisted by the main 
valve spring, will force the main steam valve to its seat, pre- 
venting any more steam from going through train until 
there is a reduction in pressure below the diaphragm, when 
the regulating spring will force the diaphragm downward, 
unseating the controlling valve, allowing steam to again 
pass to the top of the main steam piston, forcing it down, 
opening the main steam valve and permitting the steam to 
pass to the train system. 



304 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

DEFECTS 
\ 

Q. 1. What might cause the Leslie steam heat regulator 
to fail to heat the train? 

A. Regulating spring not being properly adjusted. Port 
S on the boiler side of the valve being stopped up, or port V 
in the control valve body stopped up. The main piston stuck 
up in its bushing will prevent the piston moving down and 
unseating the main valve. 

Q. 2. What will prevent the valve from stopping the flow 
of steam to the train ? 

A. Regulating spring too tight. Main piston stuck in 
open position. Main valve or seat badly cut or broken. 
Main valve spring broken. Control valve spring broken or 
port U leading from the train line up to the under side of 
the diaphragm stopped up, preventing the pressure from 
reaching the diaphragm. 

Q. 3. In case the valve cannot he adjusted to heat the 
train, how can it he made to do so until repairs can he 
made ? 

A. Close the steam valve at the boiler and drain all the 
steam out of the pipe. Then remove the lower cap at the 
bottom of the valve, take out the main steam valve and regu- 
late the steam from the boiler. 



PYLE NATIONAL ELECTRIC HEADLIGHT 

Q. 1. Describe how the dynamo should be started, and 
what precautions should be taken? 

A. As the speed of the moving parts is very high, it is 
necessary that all nuts and bolts should be kept tight and 
the bearings properly lubricated. Steam should then be 
turned on slowly, allowing time for the condensation to 
work out and all working ports to become adjusted to the 
changes that take place, due to the temperature of the metal 
changing, before the maximum speed is attained. 

Q. 2. Trace the current from the dynamo to the lamp and 
return. 

A. The Armature revolving at a high speed between the 
two fields, generates the electricity and delivers it to the 
commutator and thence through the brushes, which are held 
in place by brush holders and springs. The current is then 
transmitted to the lamp through insulated wires with non- 
conducting covering. The current leaves the dynamo at the 
positive post 28 and flows through the main wires to the 
left, binding post 28 at the lamp (the post with the largest 
hole), thence through an insulated wire to the bracket and 
carbon holder, then through the carbon and copper elec- 
trode and holder, and insulated wire to the solenoid, fol- 
lowing the wire on the solenoid. It returns through the 
negative wire to the dynamo at the negative post 29 (the 
one with the small hole). 

305 



306 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 3. What causes the carbon to separate from the 
electrode and form the arc? 

A. The current passing through solenoid causes the arma- 
ture, which is connected by means of levers to the clutch, 
to become magnetized, thus causing the carbon to be 
separated from the copper electrode, compelling the current 
to jump from the carbon to the electrode. The greater the 
distance the more resistance is offered to the current, hence 
the light is produced. 

Q. 4. What prevents the carbon being separated too far 
from the copper electrode? 

A. The resistance of the regulating spring 93 being too 
great. 

Q. 5. How shoidd the lamp be adjusted? 

A. The lamp should be adjusted with the locomotive 
standing on a straight track in order to get the proper focus. 
The spring should be adjusted so that the light will flicker 
a little when standing. It will then generally burn steady 
when running. 

Q. 6. If the lamp burns all right when standing, but dies 
down when running, where would the trouble be? 

A. In the event of the light dying down while running, 
the indications are that the carbon is jarring down too fast 
through the clutch by strengthening the clutch spring 92, 
the clutch 44 will be tilted a little more, causing the sharp 
corner of the clutch to grip the carbon and prevent it from 
feeding so fast; adjusting spring 93 might be a little too 
tight ; slacking off on the tension of this spring may remedy 
the trouble. 



PYLE NATIONAL HEADLIGHT 307 

Q. 7. What will cause the light to go oat, light up and go 
out again, and keep repeating this? 

A. Adjusting spring 93, being too weak, will cause this 
action of the light, due to the fact that if the spring is too 
weak, the solenoid will cause the carbon to separate too far 
from the electrode, breaking the arc, causing the light to go 
out. This breaks the current, hence the spring will again 
draw down the carbon, forming a current, when the light 
will light up, only to go out again. However, if the lamp 
has been burning all right and this trouble starts, it may be 
due to the carbon being nearly burned out, allowing the 
carbon holder to touch the clutch. Going out and lighting 
up again may also be caused by a broken wire or the insula- 
tion worn off, allowing the wire to touch the iron, causing 
short circuit. The wires being loose at the binding post 
could also permit the circuit to make and break, causing the 
light to go out and light up. 

Q. 8. What will cause the light to die down when pulling 
out of a station? 

A. High water will cause the water to reach the turbine, 
and as this is a quadruple compound engine, wet steam or 
water effects its speed very much, hence it is liable to slow 
down and affect the light. 

Q. 9. What will cause the turbine engine to run slow and 
labor hard? 

A. The turbine running slow and laboring hard is indica- 
tions of a closed circuit, therefore the current is being con- 
veyed back to the dynamo and will cause damage. 



308 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 10. What will cause the engine to run light and not 
generate any current? 

A. This is caused by an open circuit. In order to locate 
the trouble, first see that there is not a scale formed on the 
lectrode. Sometimes raising the carbon and letting it fall 
will remove it. If the trouble is not found there, place a 
carbon across from one binding post to the other and remove 
it. Note if a flash is produced. If so, the dynamo is mak- 
ing current. Next go to the binding posts at the lamp and 
try it in the same manner. If no spark appears the trouble 
is between the dynamo and the lamp. However, if a flash 
is seen, then the trouble is in the lamp. Sometimes when 
the wire is broken between the dynamo and the lamp by 
pulling on one wire at a time, the broken wire can be lo- 
cated, and where they are placed inside the hand rail they 
can be connected on the outside until repairs can be made. 

Q. 11. What is meant by a short circuit, and where is it 
liable to occur? 

A. The meaning of a short circuit is where the current 
has found a path that offers less resistance to the flow of 
the current. However, this path may be longer or shorter 
than the usual path to the lamp and back to the dynamo. 
But at any rate the resistance is less, hence the current will 
not flow through the lamp. There are many places where a 
short circuit may occur ; there are washers under the bind- 
ing posts at the dynamo, also at the lamp. A short circuit 
can occur at any of these points. Also the short circuit can 
occur at the fiber washer in the upper or lower arm of the 
lamp. To locate the trouble, disconnect one of the main 
wires of the dynamo. If the dynamo increases speed the 
trouble is in the lamp or in the wires between the dynamo 
and the lamp. However, if this does not increase the speed 



PYLE NATIONAL HEADLIGHT 309 

of the dynamo, next disconnect, one of the cab wires. If 
this increases the speed, the trouble is in that circuit. 
Leave it disconnected until repairs can be made. 

Q. 12. How can a test be made to determine if the trouble 
is in the lamp or the dynamo ? 

A. By disconnecting the main wire at the dynamo, and 
note if the speed increases. If so, then connect it up and 
disconnect the wire at the lamp. If the speed increases the 
trouble is in the lamp. If not, it is in the wire between the 
lamp and the dynamo. It should be noticed that the lamp is 
not touching the reflector at any point. 

Q. 13. What will cause the lamp to burn green? 

A. This is caused by too high a speed of .the dynamo or 
the current is passing through the lamp in the wrong way; 
that is, the wires at posts have been changed and should 
be changed back again. It is also claimed that the current 
has been known to reverse itself at times when the wires 
were in their proper place, causing a green light. 

Q. 14. How many times does the engine expand steam in 
passing through to the exhaust? 

A. This is termed a quadruple compound turbine engine, 
therefore the steam is expanded four times. 

Q. 15. How shoxdd the end play in the shaft be taken up? 

A. The lateral motion can be taken up by slacking off on 
the screws in what is known as the thrust piece and top 
part so it will turn toward the dynamo end until the lost 
motion is taken up, then tighten the screws. 



310 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Q. 16. How should the turbine engine bearings be oiled, 
also the dynamo? 

A. The main bearing on the steam end should be kept well 
oiled with the best valve oil. The turbine should have a 
small amount of black oil or kerosene put in in order to pre- 
vent rust or corrosion. The dynamo bearing should have 
just enough valve oil placed in the oil well to keep the lower 
edge of the oil ring touching the oil, on the later types of 
Nyle-National headlights. A ball bearing is used next the 
dynamo end and is provided with an oil cup. 

Q. 17. Why should emery cloth never be used on the com- 
mutator? 

A. Because, in the event of a small piece of the emery 
getting down in between the copper sections, it may cause a 
short circuit. 

Q. 18. How should the commutator be cleaned? 

A. If it becomes necessary to use sandpaper, use No. 
paper tacked on a board. Do not use the paper with the 
hand. 

Q. 19. How should the commutator be wiped when neces- 
sary? 

A. The commutator should always be wiped endwise; 
rubbing around will have the effect of filling the grooves. 

Q. 20. How should the mica strips be lowered when neces- 
sary? 

A. A three-cornered file should be used, ground to a 
point. Care should be taken not to cut the mica too low, as 
the groove will fill up with dirt. 



PYLE NATIONAL HEADLIGHT 311 

Q. 21. Describe how a brush should be fitted to the com- 
mutator. 

A. To fit brushes to the commutator use a strip of No. 
sandpaper about 1% inches wide; holding it by the ends, 
move it back and forth until the brush fits properly. The 
rough side of the sandpaper must be next the brush. 

Q. 22. At what speed should the turbine be run at? 

A. The speed of the turbine should not be less than 1,700 
revolutions per minute. Sometimes a greater speed than 
this is necessary to obtain a good light. 



P. C. PASSENGER BRAKE EQUIPMENT 

Q. 1. What is meant by the term P. C? 

A. This means passenger control'. 

Q. 2. In a general way, what does the control valve Con- 
sist of? 

A. The control valve is a combination of the E. T. dis- 
tributing valve, L triple and a few other operative parts 
combined in one, provided with two brake cylinders and 
auxiliaries. 

Q. 3. How many chambers are there in the control valve? 
Name them? 

A. There are three chambers or reservoirs, namely, the 
pressure chamber, application chamber and reduction limit- 
ing chamber. 

Q. 4. When is there pressure in these chambers? 

A. There is pressure in the pressure chamber at all times 
when the equipment is charged up. Just the same as the 
distributing valve of the E. T., there is pressure in the ap- 
plication chamber when the brake is applied and in the 
reduction limiting chamber when an over-reduction is made 
or emergency application. 

Q. 5. How many brake cylinders and reservoirs are there 
under a car with the P. C, and what are they called ? 

A. There are two brake cylinders and two reservoirs. 
They are called the service brake cylinder and reservoir, the 
emergency cylinder and reservoir. 

312 



P. C. PASSENGER BRAKE 313 

Q. 6. When are these in use? 

A. The service brake cylinder and reservoir are used in 
service applications, and the emergency cylinder and reser- 
voir in emergency applications or over-reduction. That will 
reduce the^brake pipe pressure below the equalizing point 
between the pressure chamber and reduction limiting 
chamber. 

Q. 7. Name the principal operative parts in the control 
valve. 

A. The principal operative parts in the control valve are : 
The application piston and valve and exhaust valves, the 
equalizing piston, slide valve and graduating valve, the re- 
lease piston slide valve and graduating valve, the quick 
action portion, the emergency portion. The value has sev- 
eral other small checks, etc. 

Q. 8. Which moves out first in making a service reduction, 
the release piston or the equalizing piston? 

A. The release piston moves out first in service reduc- 
tions. 

Q. 9. With full service 'reduction, what brake cylinder 
pressure will be obtained from 110 pounds brake pipe 
pressure? How much from 70 pounds pressure? 

A. About 86 pounds will be obtained from 110 pounds 
brake pipe pressure, and about 54 pounds brake cylinder 
pressure will be obtained from a 70-pound brake pipe 
pressure. 

Q.10. Under what conditions will the emergency brake 
cylinder be brought into action? 

A. By making a sudden reduction or by reducing brake 



314 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

pipe pressure below the equalizing point of the pressure 
chamber and the reduction limiting chamber. 

Q. 11. Name the pipe connections to the P. C. valve. 

A. On the left the service reservoir and brake pipe con- 
nection is made. On the right the service cylinder, 
emergency cylinder and emergency reservoir. 

Q. 12. Name the features of the P. C, giving a brief 
outline of each. 

A. Graduated release and quick recharge. This feature 
is obtained in about the same manner as the L triple. The 
emergency reservoir supplies the necessary air for obtaining 
graduated release and quick recharging. Quick raise in 
brake cylinder pressure, which is obtained by the prompt 
movement of the control valve parts, thus giving unre- 
stricted passages from the reservoirs to the brake cylinder 
pressure. Limiting of the service braking power. Auto- 
matic emergency application. When the brake pipe pressure 
has been depleted below a certain amount, full emergency at 
any time. A rapid raise in brake pipe pressure, due to it 
being only necessary to supply air to the brake pipe as the 
pressure chamber is restored from the emergency reservoir 
to nearly maximum pressure. A means of eliminating the 
graduated release if necessary. Separate service and 
emergency features. 

Q. 13. What duties does the emergency reservoir perform 
besides supplying air to the emergency cylinder during 
emergency f 

A. The emergency reservoir supplies the air for graduat- 
ing off the brakes and assisting in quick recharging after an 
application. 



P. 0. PASSENGER BRAKE 315 

Q. 14. What way must the graduated release cap be 
placed in order to graduate the brakes off? 

A. The pointer on the cap must stand to the right for 
graduated release and to the left for direct release. 

Q. 15. Where does the air come from that operates the 
service and emergency slack adjuster? 

A. The service and emergency slack adjusters are both 
connected to the service cylinder. 

Q. 16. How should a brake be cut out of service with the 
P. C. equipment? 

A. Close the cut-out cock in the branch pipe leading from 
the brake pipe to the control valve, and bleed the pressure 
out of the service and emergency reservoir. 

In the event of it being necessary to bleed the reservoirs 
when the locomotive is not attached, let all the air out of the 
brake pipe and then bleed reservoirs. 

Q. IT. What should be borne in mind when handling the 
P. C. equipment? 

A. It should always be borne in mind that a reduction in 
brake pipe pressure below 60 pounds from a 110-pound 
brake pipe pressure, or below 35 pounds from a 70-pound 
blow pipe pressure will cause emergency to take place with 
the emergency cylinder. 

Q. 18. What is meant by direct release and graduated 
release? . 

A. In direct release the direct and graduated release cap 
is turned to direct release, thus all the air from the brake 
cylinders will be permitted to pass out; whereas, in grad- 
uated release the brake cylinder air can be exhausted out 



316 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

to the atmosphere a little at a time, hence the term grad- 
uated release is used, which is accomplished by turning the 
release cap to graduated release (to the right). 



blows 

Q. 19. What will cause a blow at the quick action exhaust 
port? 

A. A blow at the quick action exhaust would be due to 
brake pipe air escaping past the emergency valve, just the 
same as the quick action triple blowing at the exhaust port 
or retainer, which would then be free to pass out to the 
atmosphere through the exhaust. This trouble may be 
remedied by making an emergency application and re- 
leasing. 

Q. 20. What will cause a blow at the service cylinder 
exhaust? 

A. A blow at the service cylinder exhaust in release posi- 
tion may be due to application valve allowing service reser- 
voir air to pass into the chamber around the exhaust valve 
and then out to the atmosphere. The emergency slide valve 
leaking will also allow air from the emergency reservoir to 
pass into port N, thence through the service cylinder 
exhaust. 

Q. 21. What will cause a blow at the emergency piston 
exhaust? 

A. Air blowing at the emergency piston exhaust in re- 
lease position may be caused by air from the emergency 
reservoir leaking past the small end of the emergency piston 
into port i, thence out to the atmosphere through emergency 
piston exhaust. 



P. 0. PASSENGER BRAKE 317 

Q. 22. What will cause a blow at the emergency cylinder 
exhaust ? 

A. In the event of a blow at the emergency cylinder 
exhaust in release. There is air from the emergency reser- 
voir leaking past the emergency slide valve. If while the 
brakes are applied air might also leak past the packing 
leathers on the application piston, thence through port m 
and to the exhaust. 

Q. 23. What will cause a blow at the application chamber 
exhaust in release position? 

A. The release slide and graduating valve controls the 
application chamber exhaust; therefore, if there is air 
escaping from the exhaust it is very likely due to the re- 
lease slide valve or graduating valve leaking, unless, how- 
ever, there is a blow at the service cylinder exhaust, which 
also would indicate a defective application valve. 

Q. 24. What will cause a blow at the reduction limiting 
chamber in release position? 

A. The equalizing slide valve controls this exhaust ; there- 
fore, it quite likely is due to a leaky equalizing slide valve. 



318 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 1. Low Pressure Piston Moving Upward. High Pressure 
Piston at Rest 



OPERATION OF THE NO. 5 N Y DUPLEX AIR PUMP 

STEAM END 

It may be assumed that when pump is at rest the pistons 
will have settled to the bottom of the cylinder, therefore we 
must always start with the low pressure piston, as indicated 
in Figure 1. It will thus be seen that both steam valves 
A and B are down, and that the high pressure piston H is 
also at rest in the bottom of its cylinder. Live steam exists 
in the chamber above and below the steam valves A and B 
all the time, hence it will be seen that steam is free to pass 
over the top of valve B through port G into the upper end 
of the high pressure cylinder, also through port to the 
lower end of the low pressure cylinder, forcing the piston 
upward. As the stroke is about completed the tapped plate 
on the bottom of the piston T engages the button on the 
valve stem P, causing the steam valve to move upward. The 
steam from above piston H will now pass out through port 
G, the exhaust cavity in the valve B and the exhaust port X 
to the atmosphere. As indicated in Figure 2, steam is pass- 
ing through port S by the lower end of the main steam valve 
B to the under side of piston H, causing it to move upward, 
as indicated in Figure 3. About the time piston H com- 
pletes the upward stroke the tapped plate on the bottom of 
the piston head engages the button on the upper end of the 
valve stem, causing the steam valve A to move up, also 
allowing the exhaust steam from the lower side of piston T 
to pass out through port by way of the exhaust cavity in 
the steam valve A and exhaust port X to the atmosphere. 
At the same time live steam is free to pass by the lower end 

319 



320 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 2. High Pressure Piston Moving Upward. Low Pressure 
Piston at Eest 



NEW YORK AIR BRAKE 321 

of the main steam valve A through port V to the upper side 
of piston T, causing it to start on the downward stroke, as 
indicated in Figure 3. As this piston about completes the 
down stroke, the tapped plate on the bottom of the piston 
head engages the shoulder on the valve stem, forcing the 
steam valve B down, exhausting the steam from the under 
side of piston H through port S. The cavity in the steam 
valve B and exhaust port X to the atmosphere, also ad- 
mitting steam by the upper end of valve B through port G 
to the upper end of the high pressure cylinder. As indicated 
in Figure 4, this brings the pistons back to the positions 
they were in when steam was admitted, hence any further 
explanation is unnecessary. 

AIR END 

By referring to Figure 1, you will note that the low 
pressure piston is traveling upward in the cylinder D. This 
upward movement of the piston causes a partial vacuum to 
be formed in the lower end of the cylinder D. Atmospheric 
pressure causes the lower receiving valve W to be raised 
from its seat, filling the space with air at about atmospheric 
pressure. As the piston travels up the same movement of 
the piston forces the air from the upper end of the cylinder, 
raising the intermediate discharge valve K from its seat and 
passing into the upper end of the high pressure cylinder F. 
The upward movement of the high pressure piston, causing 
a partial vacuum to be formed in the lower end of cylinder 
F. The atmospheric pressure then raises the lower receiv- 
ing valve N, filling the cylinder with air at about atmos- 
pheric pressure. The air that was discharged from the 
upper end of the cylinder D, together with the volume of 
air that was already in the cylinder, which is about one 
atmosphere, will be forced in the discharge pipe and main 



322 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 3. Low Pressure Piston Moving Downward. High Pressure 
Piston at Best 



NEW YORK AIR BRAKE 323 

reservoir, past the upper final discharge valve M, thus a 
volume of air at about three atmospheres will be passing 
into the main reservoir at each stroke of the high pressure 
piston. The low pressure piston will next move downward, 
forming a partial vacuum in the upper end of the cylinder 
D. Atmospheric pressure will raise the upper receiving 
valve U, filling the cylinder with air at atmospheric 
pressure. The volume of air that was taken in on the up- 
stroke will now be forced into the lower end of the high 
pressure cylinder F. The high pressure piston will now 
make the downward stroke, discharging the air received 
from the low pressure cylinder, together with that taken in 
on the up-stroke of the high past the discharge valve I into 
the discharge pipe and main reservoir. Any further ex- 
planations would only be a repetition of the same work. 

RUNNING AND OILING 

All drain cocks should be opened before steam is turned 
into the pump. Then the main steam valve should be 
opened slightly, running the pump slowly until , sufficient 
pressure has been accumulated in the main reservoir to act 
as a cushion. The pistons otherwise will strike the heads 
and pound. The pump should then be run just fast enough 
to supply the demand, but never should be raced. The 
steam cylinder should receive a sufficient amount of oil to 
prevent groaning, possibly about one drop per minute or 
less. By keeping the piston rods supplied with good swabs 
well oiled will assist materially in preventing groaning. The 
air cylinder of the New York pumps are supplied with auto- 
matic oil cups. The operation of this oil cup is as follows : 
The cap is removed and the cup filled with oil. The cap is 
then replaced. On the up-stroke of piston the air is driven 
upward through the passage in the center post in the mid- 



324 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Fig. 4. High Pressure Piston Moving Downward. Low Pressure 
Piston at Eest 



NEW YORK AIR BRAKE 325 

die of the cup, then down through the extended sleeve of 
the cap nut, thence through the regulating ports in the 
sleeve to the surface of the oil in the reservoir, on the down 
stroke the vacuum formed in the upper end of the cylinder 
causes a small amount of oil to be taken into the cylinder. 



POUNDS 

Q. What will cause an air pump to pound? 

A. Any of the following defects may cause the pump to 
pound: When starting water may cause a pound, pump 
loose on the brackets, brackets loose on the boiler, air valve 
having too much lift, air valves stuck, tappet plates loose on 
the piston, worn tappet plate or rod, receiving valves that 
are stuck or leaking badly may cause the pump to pound on 
account of reducing the cushion in the cylinder, badly worn 
or loose fitting piston, packing rings may cause the same 
effect. It should be borne in mind that some of the causes 
that permit the pump to pound will also cause it to stop, 
providing the defect becomes serious enough. 



BLOWING 

Q. What will cause a blow in the steam end of the pump? 

A. 1. Worn or broken packing rings on the main steam 
piston. 

2. Main valves or seats leaking or the bridges broken 
between the ports. 

3. Worn tappet rods can allow steam to pass down into 
the cap nuts, thence up through the passage drilled in the 
rod into the lower end of the steam cylinder, which is open 
to the exhaust. This is usually a light blow. 



326 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

Defects of the Air End of the Pump and Methods of 

Locating 

Q. What effect would a stuck or leaky lower pressure re- 
ceiving valve have on the operation of the pump? 

A. In the event of the lower receiving valve W, Figure 2, 
sticking open or leaking, it would affect the downward 
stroke, inasmuch as it would allow a part or all of the air to 
pass out to the atmosphere instead of being discharged into 
the high pressure cylinder, thus reducing the rate of com- 
pression. The piston will also make a quicker down stroke 
than up, and vice versa ; if it is the upper receiving valve 
U the piston would make the upper stroke quicker than the 
down. In order to locate the defective valve watch the 
movements of the piston. If air escapes from the strainer 
on the up-stroke and no air is taken in, it indicates a de- 
fective upper receiving valve U, Figure 1. 

Q. Bow can intermediate valves be located when de- 
fective f 

A. To locate the intermediate valves E and K run the 
pump slowly against a high pressure. Remove the oil cup 
from the low pressure cylinder and note if air escapes from 
the opening during the up-stroke of the high pressure 
piston. If so it denotes air is leaking by the valve K from 
the high to the low cylinder. The lower valve E is not so 
easily tested. However, it can be done by removing the 
lower receiving valve "W and noting if air escapes from the 
high to the low cylinder on the down stroke of the high 
pressure piston. If so it denotes a leaky or stuck valve E. 

Figures 1 to 4 inclusive are views of the No. 5 New York 
Pump, showing the positions of the pistons in all the differ- 
ent movements during a complete cycle. By a careful study 
of the different positions of the pistons and valves a thor- 
ough knowledge of the operation of the pump can easily be 



NEW YORK AIR BRAKE 327 

obtained. These views can be used to good advantage also 
in studying the defects. It should be borne in mind that 
the pump is the life of the air brake, and therefore should 
receive strict attention at all times. 

stopping 

Q. What will cause the pump to stop, and how can it be 
determined which side is at fault f 

A. Sometimes a broken piston rod either in the steam or 
air end will cause the pump to stop lack of lubrication. 
But, first of all, we should always make sure if the fault is 
not in the governor. This can be done by opening the drain 
cock in the steam passage in order to ascertain if the pump 
is getting' a sufficient supply of steam. Sometimes reducing 
the pressure that is controlling the governor and noting if 
the pump starts, also shutting off the steam, leaving it 
closed a short time and then turning it on again. If this 
does not start it, in order to ascertain which side is causing 
the trouble, leave the steam turned on and remove the oil 
cup and with a wire locate the position of the pistons. If 
the low pressure is in the top and the high pressure in the 
bottom, it indicates that the steam valve on the low pressure 
side has not controlled the .steam for the other side. It is 
more than likely you will find the trouble in that side. Bat 
if the pistons are both in the top you will find the trouble in 
the high pressure side, and by shutting off the steam and re- 
moving the cap of the steam valve you will more than likely 
find a broken tappet rod. A broken or stuck intermediate 
discharge valve will allow air to cross-fire back from the 
high pressure cylinder into the low, and will have the effect 
of causing the pump to heat, or may stop it. Loose or worn 
tappet rods or plates are very often the cause of pump 
stopping. 



328 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



A ,M F J C G 




Train Pipe Main Reservoir 
Fig. 5. Eelease 



NEW YORK ATR BRAKE 329 

Q. How can a defective final discharge valve be located, 
and what effect will it have on the pump? 

A. In order to locate a leaky upper discharge valve we 
charge the main reservoir and stop the pump. Next remove 
the oil cup from the high pressure cylinder and note if air 
escapes. If so it indicates that main reservoir air is passing 
by the valve M and out through the opening. The lower 
valve I can be tested by removing the lower receiving valve 
N. If air escapes it indicates a leak of main reservoir air 
past the valve I. In the event of either valves M or I leak- 
ing, main reservoir air will be permitted to back up into the 
high pressure cylinder and is one of the causes for the pump 
heating badly. 

Q. How can a test be made to determine if the air piston 
packing rings are leading? 

A. Eun the pump slowly and remove the oil cup, and note 
if air escapes from the opening during the down-stroke of 
the piston. This is also one of the causes for a pump 
heating. 

New York Styles B and B-l Brake Valves 

As there is not material difference between the B and B-l 
except that the excess pressure valve is cast solid on the B, 
while on the B-l it is detachable, the same description of the 
operation will answer for both. 

OPERATION 

Release position is shown in Fig 5. In this position air 
from the main reservoir enters at the bottom through the 
pipe marked main reservoir, passing upward into chamber 
B, the slide valve being in the extreme forward (release) 



330 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Train Pipe Main Reservoil 
Fig. 6. Sunning 



NEW YORK AIR BRAKE 331 

position. The air is free to flow past by the end into cham- 
ber A, thence through the pipe marked train pipe, charging 
the train pipe and auxiliaries. Air from chamber A (train 
pipe) is free to pass through the small port in the equaliz- 
ing piston 104 ; raise the ball check 184 and charge up cham- 
ber D and the supplementary reservoir, which is connected 
to chamber D through port H, shown in dotted lines. When 
the handle is placed in this position, after an application 
there will be a slight discharge of air at the exhaust port C. 
This is due to chamber D being connected with the atmos- 
phere through port and exhaust port C, until the check 
valve 180 is forced to its seat by the equalizing piston mov- 
ing backward, due to the brake pipe pressure building up 
in chamber A, forward of the piston 104 ; therefore, it 
should be borne in mind that in this position air from the 
main reservoir can pass direct into the chamber forward 
of the piston 104, which is always equal to brake pipe 
pressure. 

RUNNING POSITION 

By referring to Fig. 6 it will be seen that the brake valve 
handle has been moved to the second position (running) 
instead of air now flowing direct past the end of the slide 
valve it must leave chamber B through the port leading to 
the excess pressure valve 97, which is held to its seat by the 
excess pressure spring 90. This spring has a tension of 
about 20 pounds; therefore, when the main reservoir 
pressure becomes about 20 pounds greater than that in 
chamber E, above the valve 97, the valve will raise and per- 
mit the air to pass upward through port E, cavity M in the 
slide valve and down into chamber A, forward of the piston 
104, charging the brake pipe. Air can also raise the ball 
check 184 and pass into chamber D, thence through port O 
and H to the supplementary reservoir, which is connected 



332 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Train Pipe Main Reservoir 



Fig. 7. Position Lap 



NEW YORK AIR BRAKE 333 

to the front of the brake valve at the point marked Sup. 
Reservoir; therefore, main reservoir pressure should be 15 
or 20 pounds higher than the brake pipe, while the valve is 
in this position. This is the only position that the excess 
pressure valve is in service, therefore it is not necessary to 
consider it hereafter in any of the other positions. 

LAP position 

In Fig. 7 lap position shows all ports blanked excepting 
port H, which is still connected with the brake pipe through 
cavity P in the slide valve and port in the seat. 

SERVICE POSITION ' 

By referring to Fig. 8 it will be seen that when the brake 
valve handle is placed in this position, the slide valve has 
been moved back far enough to uncover the service port F 
in the face of the slide valve, allowing brake pipe air to 
pass through port F. The cavity in the slide valve and 
port G in the slide valve and the exhaust port C in the seat, 
causing a reduction to be made in brake pipe pressure 
throughout the train, applying the brakes. This same move- 
ment of the slide valve closes communication from port 
to the atmosphere, hence when the equalizing piston is 
forced forward, due to the" brake pipe pressure being re- 
duced below that in chamber D and the supplementary 
reservoir, this air cannot escape, but expands, forcing the 
equalizing piston 104 slowly forward. This movement of 
the piston carries the lower end of the lever 112 forward, 
causing the upper end and the cut-off valve to slowly move 
backward, gradually closing the service port F, as shown 
in Fig. 9. The distance the equalizing piston 104 will travel 
forward will be governed by the service notch the brake 
valve handle is placed in. 



334 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



E A F J C G K 




Train Pipe Main Reservoir 
Fig. 8. Service Graduating 



NEW YORK AIR BRAKE 335 

AUTOMATIC LAP POSITION 

By referring to Fig. 9 it will be seen that the equalizing 
piston 104 has been forced forward until the expansion of' 
the air in chamber- D and the supplementary reservoir has 
equalized with the brake pipe pressure. Also that the cut- 
off valve 110 has entirely closed the service port F, thus 
cutting off the flow of brake pipe air to the atmosphere until 
such time as the brake valve handle is again moved back, 
uncovering the service port F. 

EMERGENCY POSITION 

When the brake valve handle is placed in the position 
shown in Fig. 10, a direct and large opening is made from 
the brake pipe to the atmosphere through ports J in the 
slide valve and exhaust port K, which connects with the 
exhaust port C in the seat. This sudden reduction in brake 
pipe pressure causes all the triples to assume emergency, 
thus setting the brakes in shortest possible time. It will be 
seen that the equalizing piston and cut-off valve are not 
considered in this operation. 

Leaks and Defects in the N. Y. Brake Valve 

Q. 1. Describe the cause of the brake valve failing to 
maintain excess pressure? 

A. If excess pressure cannot be maintained with the valve 
in running position, the main slide valve or the excess 
pressure valve is leaking, allowing main reservoir air to 
pass into the brake pipe. To test for the slide valve, if the 
brake equipment is empty, close the cut-out cock under the 
brake valve, lap the valve and start the pump. When any 
leakage of air past the main slide valve will be indicated by 
a rise on the black hand of the air gauge. However, if a 



336 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




Train Pipe Main Reservoir 

Fig. 9. Automatic Lap 



NEW YORK AIR BRAKE 337 

test is desired, when the system is charged up make a re- 
duction of eight or ten pounds in brake pipe pressure. Lap 
the brake valve, when air leaking past the slide valve will be 
indicated by a rise in brake pressure on the gauge. It 
should be borne in mind that it sometimes requires quite a 
heavy leak into the brake pipe to destroy excess pressure, 
while coupled to a train, on account of leaks from the brake 
pipe. 

Q. 2. What will prevent the valve from assuming grad- 
uated lap when the proper reduction has been made? 

A. A slight leak from the supplementary reservoir or its 
connections or from chamber D, due to the back cap gasket 
leaking or a leaky equalizing piston packing leather or the 
ball check 184 allowing chamber D air to pass into the brake 
pipe. It must be remembered that the volume of air in the 
supplementary is small, therefore cannot stand any leakage 
at all and perform the duties it is intended to perform. 

Q. 3. What will cause a blow at the exhaust port C- at 
the front of the brake valve in release, running or lap posi- 
tions? 

A. A leak into port 0, due to air leaking past the vent 
valve 180, main reservoir air leaking from chamber B into 
port 0, and thence through cavity P in the slide valve and 
the exhaust port C in the seat. 

Q. 4. How would a leaky cut-off valve be indicated and 
how shoidd a test be made to locate it? 

A. To test for a leaky cut-off valve place the brake valve 
handle about half way between running and lap. This will 
open the service port Gr, but the back service port F is still 
closed by the cut-off valve ; therefore, if there is air escaping 
at the exhaust port at the front of the valve it is due to a 



338 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



F E J A G C K 




Txain Pipe Main Reservoir 

Fig. 10. Emergency 



NEW YORK AIR BRAKE 339 

ieaky cut-off valve. The black hand on the air gauge will 
also keep falling. 

Q. 5. How can a test be made to ascertain if the packing 
leather on the equalizing piston is leaking ? 

A. Place the handle of the valve in emergency and draw 
all the air out of the brake pipe, then close the cut-out cock 
under the brake valve and note if the air continues to flow 
out of the exhaust at the front for a short time. As soon 
as the air has all leaked out of the supplementary reservoir > 
the blow will stop if the packing leather is leaking. 

Q. 6. What is likely to be the trouble when the handle 
of the valve cannot be carried in running position? 

A. This trouble is due to the excess pressure valve 97 not 
raising high enough to permit a sufficient amount of air to 
pass through to supply the train leaks. To overcome 
trouble clean the excess pressure valve. 

Q. 7. How should the excess pressure valve be cleaned? 

A. If attached to a train close the cut-out cock under the 
brake valve and draw all the air from the main reservoir. 
Then remove the valve and clean it with kerosene. Do not 
use any sharp or hard tools. 

Q. 8. Describe how the slide valve seat shoidd be oiled? 

A. The slide valve seat should be oiled before the pres- 
sure is pumped up by removing the plugs 96 and admitting 
a few drops of oil on one end. Then change the position of 
the valve handle and oil the other end. Replace the plugs 
and work the handle back and forth several times. 

Q. 9. What should be done in the event of the pipe to the 
supplementary reservoir breaking off? 



340 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




>V rA© C ^CXHAUST^ C V 677 

Fig. 11. Release 



NEW YORK AIR BRAKE 341 

» 

A. Plug up the opening and use the brake valve from 
lap to the first graduated notch, returning the valve handle 
to lap carefully in order to avoid stopping the flow of air 
from the brake pipe to the atmosphere too quickly, which 
might kick off some of the head end brakes, causing the 
train to break in two. In this way the brakes can be oper- 
ated successfully. 

Operation and Defects of the L T Brake Valve 

In order to arrange so that the tracing of the air can be 
easily understood, the New York Air Brake Company have 
prepared diagrammatic views which are shown in figures 11 
to 16, inclusive. It was necessary to disregard the actual 
construction of the valve in order that the air could be 
more easily followed throughout the ports and passages. 
It must also be remembered that the construction and plan 
of the ports in the L. T. brake valve is identically the same 
as the Westinghouse E. T. brake valve, but the piping ar- 
rangement is somewhat different. 

Q. Describe the operation of the L. T. automatic brake 
valve in release position f 

A. Figure 11 is a view of the brake valve in release and 
charging position. This is also a holding position for the 
engine brakes. Main reservoir air enters the brake valve 
at the point marked MR, passing upward on top of the 
rotary valve, thence down through the direct supply port 
A in the rotary valve, through port B in the seat to the 
brake pipe BP : also through a passage to the under side 
of the equalizing piston. At the same time air is free to 
pass through port J in the rotary valve and the equalizing 
port G in the seat to chamber D, thence out through the 



342 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




rv BP EXHAUST EV677 

Fig. 12. Eunning Position 



to gape 



NEW YORK AIR BRAKE 343 

pipe connections at ER to the black hand of the air gauge 
and to the equalizing reservoir. Port S in the rotary is in 
communication with the pipe leading to the under side of 
the low pressure governor diaphragm, through port P in 
the seat, cavity F in the rotary also connects with port D 
and the warning port R in the seat, allowing the air at 
feed valve pressure to pass out to the exhaust and to the 
atmosphere for the purpose of reminding the engineer that 
the valve has not been moved to running position. It will 
also be seen that the release port leading to the pipe con- 
nections marked 3 is blanked; therefore, the air in the 
control chamber and cylinders of the control valve cannot 
escape to the atmosphere. This is the reason that this is 
termed a holding position for the engine brakes. 

Figure 12 is a view of the valve in running position. 
Main reservoir pressure is passing to the top of the rotary 
through the passage marked MR in the same manner as in 
release position. But it will readily be seen that there is 
no provision for this air passing through the rotary to the 
brake pipe ; therefore, the brake pipe pressure is being 
supplied through the reducing valve, thence through the 
pipe marked FV to cavity F in the rotary valve. Cavity F 
in the rotary is large enough to connect port D, leading from 
the feed valve pipe to port B, leading to the brake pipe, 
thus charging up the brake pipe. Cavity K in the rotary 
valve also connects port C and the equalizing port G in 
the seat, thus charging up _the equalizing reservoir equal 
to brake pipe pressure. Main reservoir air also passes to 
the governor through ports S and P the same as in release 
position. It will also be noted that the release pipe 3 is 
connected with the direct exhaust of the brake valve through 
the release port 1 in the seat and port H in the rotary, 
hence any air in the control chamber or cylinder can pass 
out through the release pipe releasing the engine brakes. 



344 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




TO OAdB 



FV BP EXHAUST EV677 

Fig. 13. Holding Position 



NEW YORK AIR BRAKE 345 

Q. Describe the holding position of the brake valve? 

A. Figure 13 is a view of the brake valve in holding 
position. By comparing this view with the previous view 
it will easily be seen that the only difference between 
holding and running position is that port H in the 
rotary is not in communication with the release port 1 in 
the seat in holding position, all other ports being the same. 
The holding position of the brake valve is a very valuable 
one, as it provides means whereby the engine brakes can 
be held on and the train brakes released. It is frequently 
used for this purpose when it is desired to hold the engine 
brakes and release the train brakes and yet avoid over- 
charging the brake pipe. 

Q. Describe the operation of the brake valve in lap posi- 
tion. 

A. Figure 14 is a view of the brake valve in lap position. 
By a close observation of this view it will be seen that all 
ports are closed. However, this is not correct, as in the 
actual construction of the valve, port J in the rotary allows 
main reservoir air to pass down into the groove which con- 
nects 'with the feed valve port D, causing the pressure 
in the feed valve pipe to become equal to main drum pres- 
sure. This pressure also exists above the diaphragm of the 
excess pressure governor, which causes this governor to 
become inoperative, thus permitting the high pressure gov- 
ernor to take charge of the pump. However, on some roads 
the lower pipe to the low pressure governor is connected 
into the same pipe as the high pressure governor ; therefore, 
we must depend upon the rotary closing the governor port 
to the pipe leading to the lower side of the diaphragm, for 
cutting that governor out of service. This method of piping 
the governors is now being used on some roads. 



346 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




rv op exhaust eve77 
Fig. 14. Lap Position 



OA0£ 



NEW YORK AIR BRAKE 347 

Q. Describe the operation of the brake valve in service 
position. 

A. Figure 15 is a view of the brake valve in service posi- 
tion. In this position the preliminary exhaust port E in 
the seat is in communication with the exhaust port H and 
EX in the rotary, which connects with the direct exhaust 
port at the back of the brake valve. This allows equalizing 
reservoir pressure to flow out to the atmosphere, as indi- 
cated by the arrows. The reduction of pressure above the 
equalizing piston causes the brake pipe pressure to raise 
the piston and flow out through the service exhaust to the 
atmosphere until such time as the brake pipe pressure is 
slightly less than the pressure in chamber D, when the 
piston will gradually assume closed position, thus stopping 
the exhaust of air to the atmosphere. This is termed a 
reduction, when the same movement may be repeated over 
again if it is desired to set the brake higher. 

Q. Describe the emergency application of the brake valve. 

A. Figure 16 is a view of the brake valve in emergency 
position. When it is desired to apply the brake suddenly 
and in the hardest possible manner the handle of the brake 
valve is moved to the extreme right. In this position it 
will be seen that the air from the brake pipe is passing 
out to the atmosphere, as indicated by the arrow, through 
port C in the seat, exhaust cavity X in the rotary and 
the direct exhaust in the seat to the atmosphere, mak- 
ing a direct and large opening. Air from the equalizing 
reservoir and chamber D also pass out through port G in 
the rotary seat and T in the rotary to the direct exhaust. 
This sudden reduction in brake pipe pressure is for the 
purpose of causing all the brakes throughout the train to 
apply in the shortest possible manner. Main drum pres- 



348 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




TO GA06 



FV ©P EXHAUST E V 677 

Fig. 15. Service Position 



NEW YORK AIR BRAKE 349 

sure is also passing down through, port J and K in the 
rotary, port U in the seat, thence through the control res- 
ervoir pipe marked CR to the control reservoir and cylinder, 
building up the pressure which causes a high brake cyl- 
inder pressure to be obtained up to the adjustment of the 
safety valve. This is also a maintaining feature of the 
brake, as this pressure being supplied to the control chamber 
and cylinder will hold the brake cylinder pressure up 
against any leaks. 

Description of the Plan of Ports in the Graduating Valve, 

Slide Valve, and Seat of the New York L. T. 

Control Valve 

Figure 17 shows a view of ports and cavities in the grad- 
uating valve, slide valve and seat. At the top is a view of 
the graduating valve. The duty of this valve is to move 
back and forth over a seat on top of the triple slide valve 
for the purpose of opening and closing the service port J in 
the slide valve during a service application. The duty of 
cavity V in the face of the graduating valve is for the pur- 
pose of connecting ports U and W in the slide valve with E 
and L in the seat, thus connecting the control chamber and 
cylinder and auxiliary reservoir with the safety valve in 
service position. Below is a face view of the slide valve. 
Port J is the service port and connects with port E in the 
seat ; therefore, the air must pass through port J in the slide 
valve and E in the seat on its way to the control chamber 
and cylinder. Port P in the slide valve is used only in 
emergency position. This allows the auxiliary reservoir, 
control chamber and cylinder to be connected with the 
safety valve. Cavity K in the face of the valve is the 
exhaust cavity and connects port M and E in the seat with 
the release pipe, thus connecting the control chamber and 



350 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




gage 



r V B P EXHAUST E V 077 

Fig. 16. Emergency Position 



NEW YORK AIR BRAKE 351 

cylinder through ports E in the seat, cavity K in the valve 
and port M- in the seat with the exhaust port in the auto- 
matic brake valve, thereby releasing the brake when the 
valve is placed in running position. 

At the bottom of figure 17 is a view of the slide valve 
seat. Port M leads to the release pipe, which connects to 
the automatic brake valve. Port E to the control cham- 
ber, while port L leads to the safety valve. Figures 18 to 
24 inclusive, show diagrammatic views of the automatic con- 
trol valve. The actual construction has been disregarded 
in order to show the mechanism in the most convenient 
manner and to make it more easily understood. For this 
reason the divided reservoir chambers have been shown at 
the bottom instead of at the back. 

OPERATION 

Figure 18 shows a view of the control valve in release and 
charging position. Air enters the control^ valve at the 
opening marked BP, passing into chamber F on the brake 
pipe side of the triple piston. From there it passes through 
the feed groove G- into the slide valve chamber, thence 
through port H to the auxiliary reservoir charging it up 
equal to brake pipe pressure. 

SERVICE POSITION 

Figure 19 is a view of the operative parts of the control 
valve in service position. When a gradual reduction is 
made in brake pipe pressure on the brake pipe side of the 
triple piston 3, the triple piston is moved upward by the 
high pressure on the under side. The first movement of 
this piston closes the feed groove G in the bushing; also 
moves the graduating valve, uncovering port J in the slide 
valve. Cavity V in the face of the graduating valve con- 



352 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




PLAN OF GRADUATING VALVE 

W r p 




K • U 

FACE OF SLIDE VALVE 




PLAN OF SLIDE VALVE 




\SLIDE VALVE SEAT 

Fig. 17. Slide and Seat 



NEW YORK AIR BRAKE 353 

nects ports U and W in the slide valve with port E and L 
in the seat, thus connecting the auxiliary reservoir, control 
reservoir and cylinder with the safety valve. When the 
slide valve has been moved out to service position, the triple 
piston in moving upward comes in contact with the grad- 
uating stem 5, which is held in place by the graduating 
spring 6. The duty of this spring is to prevent the triple 
from moving up far enough to cause an emergency. Air 
from the auxiliary reservoir can now flow through port J 
in the slide valve and passage E in the seat to the control 
chamber and cylinder D, above the control piston 2, until 
the pressure in the auxiliary reservoir has reduced below 
the pressure in chamber F, when the piston and graduating 
valve will move back to lap position, as shown in figure 20, 
closing port J in the slide valve and preventing any more 
air passing to the control chamber. In this position the 
graduating valve has also closed port W, thus cutting off 
communication to the safety valve. The air admitted above 
the control piston 2 causes it to move downward, which also 
moves the exhaust valve 7, closing the exhaust port N, the 
lower end of the piston stem coming in contact with the 
preliminary admission valve, causing the small inner valve 
to be moved from its seat against the tension of the spring 8 
in chamber 0, allowing the air in chamber to pass up 
through into chamber B, when a slight pressure above the 
piston 2 will enable it to move the admission valve L from 
its seat, thus allowing main reservoir air to pass up around 
this valve into the brake cylinder at C until the pressure in 
chamber B is slightly greater than the pressure in chamber 
D, when the piston will move upward, allowing the admis- 
sion valve 1 and 1A to seat, preventing any more air from 
entering the brake cylinder until there is a reduction in 
chamber B or an increase in chamber D. In the event of a 
full service application being made from seventy pounds 



354 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



EXHAUST 



b cyl: 




TO STRAIGHT 
AIR BRAKE VALVE 



TO AUTOMATIC 
BRAKE VALVE 



Fig. 18. Automatic Control Valve, Eelease Position 



NEW YORK AIR BRAKE 355 

pressure, the equalizing reservoir control chamber and cyl- 
inder and brake cylinder will equalize at about fifty pounds. 

Figure 20 is a view of the control valve in service lap 
position. The triple piston and graduating valve has moved 
just far enough downward for the graduating valve to cover 
the service port J, thus the flow of air from the auxiliary 
reservoir to the control chamber and cylinder has been 
closed; also communication to the safety valve has been 
cut off. It is also evident that the pressure in chamber B 
below the control piston has become* higher than that in 
chamber D above the piston, which has caused the control 
piston to move upward, thus permitting the admission 
valves 1 and 1A to assume closed position, preventing any 
further flow of air from the main reservoir to the brake cyl- 
inder. However, any reduction in brake cylinder pressure 
below the control piston 2 will cause the pressure in cham- 
ber D to force this piston downward again, unseating the 
admission valve, replenishing any lost pressure from the 
brake cylinder caused by leakage. 

Figure 21 is a view of the parts in emergency position, 
thus it will be seen when a sudden reduction is made in 
brake pipe pressure the higher auxiliary pressure on the 
other side causes the triple piston to move upward rapidly, 
compressing the graduating spring and pulling the slide 
valve up, so as to uncover port E in the seat, allowing aux- 
iliary air to equalize with the control chamber and cyl- 
inder rapidly. Port P in the slide valve now registers with 
port L in the seat leading to the safety valve. The build- 
ing up rapidly of the control chamber and cylinder pres- 
sure forces piston 2 all the way down, which in turn causes 
the admission valves 1 and 1A to be opened wide, permit- 
ting air from the main reservoir to pass into chamber B 
and the brake cylinders, building the brake cylinder 
pressure up rapidly. Also in emergency position the brake 



356 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



CYL. 




TO STRAIGHT 
AlR BRAKE VALVE 



fO AUTOMATIC 

BRAKE VALVE. 



Fig. 19. Automatic Service Position 



NEW YORK AIR BRAKE 357 

valve permits main reservoir air to flow through a small 
port in the rotary, which passes into the control pipe and 
thence to the control chamber and cylinder. This small 
port in the rotary is of such a size that the main reservoir 
air feeds into the control chamber, cylinder and auxiliary 
just a little faster than the small port P in the slide valve 
can reduce it. The result is that a high brake cylinder 
pressure is obtained. 

Figure 22 shows the position of the parts of the control 
valve in emergency lap position. It will be seen that the 
triple valve parts are in the same position as in figure 21, 
but the control parts have changed somewhat. This is due 
to the main reservoir air raising the pressure in chamber 
B higher than that in chamber D, thus causing the control 
piston 2 to move upward, permitting the admission valves 
to close communication between the brake cylinder and the 
main reservoir. 

Figure 23 is a view of the control valve with the quick 
action cap attached. The action of the quick action cap is 
as follows : 

When a sudden reduction is made in brake pipe pressure 
the triple piston 3 moves upward quickly, compressing the 
graduating spring, causing the -emergency slide valve 15 to 
uncover the port in the seat. Brake pipe pressure then 
forces the emergency check valve from its seat, allowing a 
portion of brake pipe air to pass into chamber S through 
port T into chamber B and then to the brake cylinder. 
This operation causes the brake pipe and brake cylinder 
to equalize quickly, when the emergency check valve will 
then be forced to its seat, preventing brake cylinder air 
from passing back into the brake pipe. It must be borne 
in mind, however, that the brake pipe air that is vented 
into the brake cylinder is not for the purpose of increasing 
cylinder pressure, but to assist in reducing the brake pipe 



358 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



EXHAUST 



B. CYL. 



MR 




TO STRAIGHT Ff*ZJ J> 
AIR BRAKE VALVE 



TO AUTOMATIC 
BRAKE VALVE 



Fig. 20. Automatic Service Lap 



NEW YORK AIR BRAKE 359 

pressure quickly, in order to assure the emergency action 
in the event of double heading. If during an automatic 
application of the brakes it becomes necessary to release the 
engine brake this can be accomplished by placing the handle 
of the straight airbrake valve in what is termed locomotive 
automatic release position; as shown in view 24, this will 
allow the air from the control chamber and control cylinder 
D, above the piston 2, to pass out through the control pipe 
by way of the straight air brake valve, thus automatically 
releasing the brakes. However, great care should be exer- 
cised in releasing the brakes on the engine, particularly if 
the brakes on the train have been released beforehand and 
the train is moving slowly ; sometimes releasing the engine 
brakes in this manner, providing the air is let out of the 
brake cylinders all at one time, will result in breaking a 
draw bar ; therefore, the brakes should be graduated off. 

Blows in the New York Control Valve 

Q. What will cause a blow at the brake cylinder exhaust 
of the control valve in release position? 

A. A leaky leather-seated preliminary admission valve, 
allowing main reservoir air to escape to the atmosphere 
through the exhaust ; also the small inner valve 1A. The 
triple cylinder cap gasket might also permit brake pipe 
air to leak into port T, thence into the chamber B and out 
through the exhaust; also where the emergency cap is at- 
tached the emergency slide valve might allow air to pass 
into port T and thence out to the exhaust. 

Q. What will cause a blow at the brake cylinder exhaust 
while in application position? 

A. A defect in the exhaust valve or seat is the only thing 
that can cause a blow at this particular time. 



360 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




TO STRAIGHT 
AIR BRAKE VALVE 



TO AUTOMATIC 
BRAKE VALVE 



Fig. 21. Emergency Position Plain Cylinder Cap 



NEW YORK AIR BRAKE 361 

Q. What defects in the control valve will cause a Mow 
at the automatic brake valve f 

A. A leaky slide valve or graduating valve in the triple 
valve portion of the control valve will allow air from the 
auxiliary to pass into the release pipe and out through 
the direct exhaust of the automatic brake valve. 

Q. How should a test be made to determine the condition 
of the double check valve f 

A. If there is a blow at the exhaust of the straight air- 
brake valve with an automatic application, and not at any 
other time, it is due to a leaky leather seat on the straight 
air side of the double check. Next release the automatic 
brake and apply the straight air. If there is a blow at the 
brake cylinder exhaust of the control valve there is a leak 
past the leather seat on the automatic side of the double 
check. 

Q. Are there any other causes for a blow at the direct 
exhaust of the automtic brake valve with the L. T. equip- 
mentf 

A. Yes. Similar to that of the E. T. equipment. The 
gasket between the divided reservoir and the operative parts 
can leak, allowing air to pass from the main reservoir or 
brake pipe into the control chamber, causing a blow at 
the direct exhaust. These blows can be located in the same 
manner as the method adopted in locating similar defects 
in the E. T. Close the cut-out cock in the control valve 
supply pipe. If the blow ceases at the exhaust, it is fair 
to presume that the air is not coming from the main reser- 
voir and is not a defective gasket. It must be borne in mind 
that the L. T. brake valve is exactly the same as the E. T. 
No. 6; therefore, any defects or methods of locating the 



362 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




TO STRAIGHT 
AIR BRAKE VALVE 



% AUXILIARY 

RESERVOIR 



w^MmmMMMW^- 



TO AUTOMATIC 
BRAKE VALVE 



Fig. 22. Emergency Lap Position 



NEW YORK AIR BRAKE 363 

same that can be applied to one will be the same with the 
other. 

Q. How should a test be made for a leaky rotary valve or 
gasket 18 in the L. T. brake valve? 

A. The same method as described for the E, T. No. 6 
should be applied to the L. T. 

Q. How should a general test be made for leaks in the 
equipment f 

A. This test should be made by making about a fifteen- 
pound reduction, lapping the brake valve and closing the 
cut-out cock in the control valve supply pipe. Stop the 
air pump and note if the red hand on the large gauge falls. 
If so, there is a leak from main reservoir pressure. If the 
black hand on the large gauge is falling, accompanied by 
a blow at the service exhaust of the brake valve, there is a 
leak from chamber D pressure. In the event of the red 
hand on the small gauge falling there is a leak from brake 
cylinder pressure, while a fall on the black hand of the 
small gauge will indicate brake pipe leakage. Next open 
the cut-out cock in the supply pipe. If during this test the 
brake releases with the brake valve on lap there is a leak 
from the control pipe or control cap gasket. It must be 
borne in mind that in order for the brake to release after 
an automatic application with the valve on lap the pres- 
sure must be exhausted from above the control pistou ; 
therefore, any leakage from the control chamber or cylinder 
will be sure to cause the engine brakes to release. It should 
be understood that there is no air in the release pipe during 
the time the triple piston and a slide valve are in service 
or lap position ; therefore, in order to test this pipe for leak- 
age the brake valve must be moved to holding position. This 
will cause the piston and slide valve to move back to release, 



364 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



EXHAUST 



Bcvt 




TO STRAIGHT 
AIR BRAKE VALVE 



TO AUTOMATIC 
BRAKE VALVE 



Fig. 23. Emergency Position with Quick Action Cap 



NEW YORK AIR BRAKE 365 

permitting air to flow into the release pipe; if the brake 
releases with the brake valve in holding position and does 
not release on lap it indicates a leaky release pipe. 

Q. How can a test be made to ascertain if the graduating 
valve is leaking f 

A. Make a service application of about fifteen pounds, lap 
the brake valve and close the cut-out cock under brake 
valve. Next return the handle of the valve to running 
position. If no blow occurs at the direct exhaust of the 
brake valve for some little time, but finally the usual dis- 
charge of air appears, it indicates that the leaky grad- 
uating valve has allowed the air from the auxiliary res- 
ervoir to leak into the control chamber until the pressure 
from the slide valve side of the triple piston has been 
reduced below that of the brake pipe, thus causing the 
triple piston and slide valve to move to release position. 
Another method of testing would be to make a partial 
service application, lap the brake valve and remove the 
safety valve, when air escaping from the opening at the 
safety valve would indicate a leaky graduating valve. 

Q. How can a safety valve be tested in order to ascer- 
tain if it is properly adjusted? 

A. If on a light engine, place the automatic brake valve 
in emergency position and adjust the safety valve by the 
red hand on the small gauge at 68 pounds. 

Q. How can it be known if the reducing valve is properly 
adjusted? 

A. Place the straight air valve in application position and 
note the pressure as registered on the brake cylinder hand 
of the small gauge. This should register within about two 
pounds of the adjustment of the reducing valve. 



366 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




TO STRAIGHT 
AIR BRAKE VALVE 



TO AUTOMATIC 
1 9RAKE VALVE 



Fig. 24. Automatic Release by Independent Brake Valve 



. NEW YORK AIR BRAKE 367 

Broken Pipes on L T Equipment — Method of Treating the 

Same 

Q. What should be done in the event of the low pressure 
governor pipe breaking off with the schedule L. T. 2 or 
L. T. 6? 

A. With the L. T. 2, plug up the broken pipe toward the 
brake valve and proceed using the other governor. This 
will necessitate carrying a higher excess pressure when the 
valve is in running position, but should not cause any 
trouble. With the L. T. 6, if this pipe should break off it 
will be necessary to plug up the broken pipe ; also to place 
a blind gasket in the union of the lower pipe or to screw 
down on the adjusting spring until the governor is out of 
commission. The high pressure governor will then control 
the pump. 

Q. What should be done if the high pressure governor 
pipe should break offf 

A. Close up the broken pipe next to the main reservoir 
pressure and guard against too high a pressure being 
obtained while the brake valve is in lap position. 

Q. What should be done if any of the gauge pipes break 
offf 

A. Close up the openings in the broken pipes to prevent 
a waste of air and proceed without the use of that gauge 
hand. 

Q. What should be done in the event of the main res 
ervoir pipe breaking off where it connects to the automatic 
brake valve? 

A. Plug up the openings in the broken pipe both ways, 
when the equipment can be charged and the brakes released 



368 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 

by placing the handle of the brake valve half way between 
release and running. This will permit brake pipe pressure 
to pass up on top of the rotary, holding it to its seat. 
It must be borne in mind, however, that we will now have 
the same pressure on both sides of the low pressure gov- 
ernor diaphragm; therefore, this governor will be out of 
service, which will permit the main reservoir pressure to 
raise to the adjustment of the high pressure governor. 

Q. What should be done if the brake pipe shoidd break 
off in the vicinity of the automatic brake valve? 

A. Ordinarily unless repairs could be made the engine 
would be out of service or should be assisted by another 
engine. However, it is possible to handle a short train with 
the straight airbrake valve. In order to accomplish this 
work proceed as follows : Cut out the engine brakes, next 
remove the double check valve from the brake cylinder pipe 
and couple the brake cylinder hose to the brake pipe hose, 
between engine and tender. Cut gasket out between port 
T and chamber F, also adjust the single pressure 
feed valve to the desired brake pipe pressure and carry 
the straight air brake valve in application position for 
charging and- releasing the brakes. In order to apply the 
brakes it will be necessary to draw the air direct from the 
brake pipe by placing the straight airbrake valve in release 
position. The amount of reduction will be registered by 
the red hand on the small gauge. It will also be necessary 
to plug up the brake cylinder exhaust of the control valve. 
Still another method in which the brakes could be handled, 
providing the quick action cap is used : Remove the double 
check valve and adjust the single pressure reducing valve, 
as in the former method. Also remove the emergency slide 
valve and check from the quick action cap. Next plug up 
the brake cylinder exhaust of the control valve and cut out 



NEW YORK AIR BRAKE 369 

the engine brakes, handling the brakes with the straight 
airbrake valve, as described in the previous question. It 
must be understood, however, that this is more for the 
purpose of answering the question than a recommendation. 

Q. What should be done if the equalizing reservoir pipe 
breaks off? 

A. Plug up the opening in the broken pipe ; also plug up 
the service exhaust of the brake valve. Carry the valve 
in running position, but when necessary to apply brakes the 
brake valve must be moved carefully to emergency posi- 
tion, endeavoring to open the direct application port in 
order to make a gradual reduction from brake nipe pres- 
sure, so as to avoid applying the brakes in emergency. It 
is also very essential that in stopping the flow of air the 
handle of the brake valve should be moved to lap position 
very carefully. In order to avoid the rush of air from the 
rear end of the brake pipe, raising the pressure in the head 
end, causing some of the brakes to release, which is liable 
to break the train in two. 

Q. What should be done if the single pressure feed valve 
pipe between the feed valve and straight airbrake valve 
should break? 

A. Slack off on the adjusting screw of the feed valve 
until the valve assumes closed position. The straight air- 
brake valve will then be out of commission. \ 

Q. What effect would it have on the brake if the brake 
cylinder pipe leading from the double check to the straight 
airbrake valve should break? 

A. This would prevent the use of the straight airbrake, 
but would not effect the automatic in any manner. It will 



370 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




fr 



NEW YORK AIR BRAKE 371 

not be necessary to plug the broken pipe, as the double check, 
valve will act as a plug and prevent a waste of air. 

Q. What effect will it have on the brake if the control 
reservoir pipe broke? 

A. In the event of the control reservoir pipe breaking 
between the automatic brake valve and the control valve 
it will prevent the high reservoir pressure from being main- 
tained in the control reservoir during emergency. It will 
also prevent the independent driver brake release, as this is 
the only time during the operation of the brakes that this 
pipe is used in connection with the straight air brake 
valve. 

Q. What should be done if the release pipe breaks? 

A. In the event of the release pipe breaking it will 
destroy the holding feature of the automatic brake valve, 
both in holding and release position. However, the broken 
pipe should not be plugged. 

Q. What should be done if the control valve supply pipe, 
that is the main reservoir pipe, leading to the control valve, 
should break off? 

A. If this pipe breaks between the cut-out cock and the 
control valve, close the cut-out cock and proceed, using 
the automatic brake on the train and the straight air on 
the engine, bearing in mind that the N. Y. L. T. is provided 
with a double check valve, which makes two separate units 
out of this brake; therefore, the control valve does not 
perform any work during the operation of the straight air- 
brake valve. 



372 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




NEW YORK AIR BRAKE 373 

Q. What are the proper methods of treating a broken 
brake pipe where it couples to the control valve? 

A. Close the cut-out cock in the'pipe in order to prevent 
a waste of brake pipe air; the automatic brake valve can 
then be used on the train, when the brakes on the engine 
can be operated by means of the straight airbrake valve. 

Q. What is the proper method of treating a broken brake 
cylinder pipe between the double check and the control 
valve? 

A. Close the cut-out cock in the control valve supply pipe 
and use the automatic on the train and straight air on the 
engine. 

Q. What is the proper method of treating a broken brake 
pipe in the event of the pipe breaking between the engine 
and tender next to the engine? 

A. Plug up the broken pipe and couple the brake pipe 
hose to the signal line hose on the front of the engine. Next 
couple the signal line hose between engine and tender or 
rear of tender to brake pipe hose, when the brakes can be 
operated successfully, providing the engine is equipped 
with signal hose. 

Q. Is the whistle signal line in the L. T. equipment 
coupled in the same manner as with the E. T. equipment? 

A. No. The whistle signal line in the L. T. equipment is 
supplied with air through an independent reducing valve, 
while the E. T. equipment, the signal line and independent 
brake valve are supplied through the single pressure reduc- 
ing valve. 



374 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




NEW YORK AIR BRAKE 375 

New York G. N. Triple Valve 

FOR FREIGHT SERVICE 

Figure 25 shows the valve in normal release position. 
Air from the brake pipe enters the triple at A and passes 
through passage B to chamber C, thence through passage 
D into chamber E. Air is also free to pass into chamber 
M, through port L in the vent piston, charging it up equal to 
brake pipe pressure. "With the triple in release position, 
air can pass through ports F and Jl, into chamber K, 
around the slide valve and to the auxiliary reservoir. In 
this position the triple piston ring partially closes port F 
in order to reduce the back flow of air from the auxiliary 
reservoir to the brake pipe when a reduction is made in 
brake pipe pressure. However, if at any time brake pipe 
pressure is slightly greater than that of the auxiliary, 
the triple piston 2 will be moved to the right against the 
resistance of the retarding spring 7, thus fully uncovering 
the feed port F, when the charging of the auxiliary is 
governed by port Jl until such time as the pressures become 
equal, when the spring 7 will return the piston to its for- 
mer position. 

It will be noted in this position that the brake cylinder 
is open to the atmosphere through passage N, port in the 
slide valve seat, cavity R in the slide valve 3 and port S 
in the slide valve seat to the exhaust. Chamber 01 is also 
open to the atmosphere through port Kl in the slide valve 
seat, cavity T in the slide valve and port Rl in the seat to 
the exhaust, so that no air can remain therein. 

Figure 26. shows a view of the triple in service position. 
"When a gradual reduction of brake pipe pressure is made 
the pressure in chamber M, between the triple piston and 
vent piston, reduces at the same rate as the brake pipe 
pressure. This makes the pressure in chamber M inef- 



376 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




NEW YORE AIR BRAEE 377 

fective in service applications. The reduction in brake 
pipe pressure below that in the auxiliary causes the auxil- 
iary pressure to move the triple piston 2 to the left, carry- 
ing the graduating valve 4 with it. This first movement of 
the triple piston closes the feed ports in the bushing, thus 
closing communications between the auxiliary and brake 
pipe; at the same time the graduating valve 4 opens the 
service port Y in the slide valve. The shoulder of the triple 
stem engages the slide valve 3, carrying it to the left until 
the edge of the piston comes in contact with the gasket 5, 
as shown in figure 26.' In this position the brake cylinder 
is no longer in communication with the atmosphere. Auxil- 
iary air can now flow through port Y in the slide and port 
in the seat and passage N to the brake cylinder ; at the 
same time brake pipe air. is free to pass through port V in 
the seat cavity, T in the slide valve and port K in the seat, 
equalizing chamber 01 with the brake pipe. This causes a 
local reduction to be made at each triple. However, in the 
event of the brake pipe being reduced below the point of 
equalization, the air from chamber 01 will pass back into 
the brake pipe and reduce. This local reduction assists the 
brake valve in reducing brake pipe pressure in a uniform 
manner through the train. 

SERVICE LAP POSITION 

In the event of any reduction being made less than a 
full application, air from the auxiliary will continue to pass 
into the brake cylinder until such time as the auxiliary pres- 
sure has been slightly reduced below the brake pipe, when 
the triple piston 2 will move to the right, moving the grad- 
uating valve, closing port Y in the slide valve, stopping 
any further flow of air from the auxiliary in the brake 
cylinder, as shown in figure 27. In the event of a second 



378 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 



co or 




NEW YORK AIR BRAKE 379 

reduction, the triple piston and graduating valve will again 
move to service, uncovering port Y. 

RESTRICTED RELEASE POSITION 

Figure 28 is a view of the triple in restricted release 
position. By admitting air to the brake pipe in a sufficient 
volume to build the brake pipe pressure up high enough 
to compress the spring 7, as shown in figure 28 the air from 
the brake cylinder will pass out to the atmosphere through 
port in the seat, the cavity R and the restricted ports H 
and G in the slide valve and S in the seat to the exhaust. 
At the same time chamber 01 is in communication with the 
atmosphere through ports KL and Rl in the slide valve seat 
and the cavity T in the slide valve. This allows the air 
from chamber 01 to pass out to the exhaust in this posi- 
tion. Air is feeding into the auxiliary in the usual man- 
ner through ports F and Dl. 

NORMAL RELEASE AFTER RESTRICTED RELEASE 

When the auxiliary pressure is about equal to the brake 
pipe, spring 7 will return the triple piston 2 and. graduat- 
ing valve 4 to the position shown in figure 29 ; it will be seen 
that cavity W in the graduating valve connects X and Gl 
in the slide valve, this air is free to flow from the brake 
cylinder to the atmosphere through ports in the seat, 
cavity R and port X in the slide valve, cavity W in the 
graduating valve and G and X to the exhaust. 

EMERGENCY POSITION 

Figure 30 is a view of the triple in emergency position. 
When an emergency application of the brakes is desired a 
quick heavy reduction in brake pipe pressure must be made, 



380 TREATISE ON THE LOCOMOTIVE AND AIR BRAKES 




NEW YORK AIR BRAKE 381 

which will cause the triple piston to move out quickly to 
the left. The movement of the piston being rapid, the air 
in chamber M, between the triple piston 2 and the vent pis- 
ton 1, cannot now escape through the small port L. There- 
fore, the air between the two pistons forms a cushion, thus 
the vent piston is forced to the left. As the stem of the 
vent piston is pushed into the sleeve or guide, port L is 
blocked; this restricts the flow of air from chamber M. 
In moving to the left the outer end of the vent piston stem 
engages the lever arm of the vent valve 8, forcing the valve 
from its seat, permitting brake pipe air to flow from cham- 
ber E to chamber Z and the atmosphere. Venting of brake 
pipe air to the atmosphere causes a full and quick appli- 
cation of the brakes. In this position, port Y in the slide 
valve 3 is in register with port in the seat, thus permit- 
ting the auxiliary reservoir to equalize quickly with the 
brake cylinder. The pressure trapped in chamber M will 
reduce through port L, when the vent valve spring 9 will 
return the vent valve to its seat, closing communication 
between the brake pipe and the atmosphere. 



INDEX 



A PAGE 

Air Brake — First Series 30-33 

Air Brake — Second Series 49-53 

Air Brake— Third Series 133-163 

The Essential Parts of the Air Brake 133 

Miscellaneous Questions 163-179 



B 

Go 6 — Brake Valve — Westinghouse , , . . 194 

Release Position . .' , „ . 195 

Running Positions 195 

Lap Position 197 

Service Position 197 

Emergency Position 197 

Combined Automatic and Straight Air .237-241 

New York Brake Valve, B Type 328 

Release Position 329 

Running Position 331 

Lap Position 333 

Service Position * 333 

Automatic Lap Position 335 

Emergency Position 335 

Leaks and Defects 335-341 

L. T. N. Y. Brake Valve— Operation : 341-349 

Release Position 341 

Running Position 343 

Holding Position 345 

Lap Position 345 

Service Position 347 

Emergency Position 347 

Breakdowns — Baker-Pilaid Gear 126 

Improved Baker-Pilaid Gear 128 

C 

Control Valve Operation, New York 349 

Description of the Plan of Ports , 349 

Service Position 351 

Service Lap Position 355 

383 



384 INDEX 



PAGE 



Emergency Position ; 355 

Emergency Lap Position 357 

Emergency With Quick Action Cap 357 

Automatic Eelease With Independent Brake Valve After. 

Automatic Application 359 

Control Valve, Blows 359-365 

Broken Pipes— L. T. Equipment 366-373 

Compound Locomotive — Mallet and Eichmond Type 105-114 

Compound, Blows and Breakdowns, Tandem Type 114 

Compound, Testing for Blows on Balance 118 

While Eunning 120 

While Standing 120 



Double Check Valve ■ 137-139 

Distributing Valve — No. 6 Westinghouse 253-295- 

Charging Position 253 

Automatic Service Position 255 

Service Lap Position 257 

Automatic Eelease Position 259 

Emergency Position 261 

Emergency Lap Position 263 

Independent Application 265 

Independent Lap 265 

Independent Eelease After Automatic 267 

Emergency With Quick Action Cap 267 

Defects and Methods of Testing Feed Valve, Governors and 

Gauges 271-276 

Distributing Valve Defects 280-287 

Broken Pipes— No. 6 287-294 

No. 5 Equipment 294-295 

Broken Pipes, No. 5 294-295 

Testing Automatic and Independent Brake Valves 277-280 



B. 6— Feed Valve Operation 241-243 

Locating Defects in Feed Valve 243-247 



Type S Single Top Governor 181 

S. F. Pump Governor 250 



INDEX 385 



PAGE 



Harmony Between the Engine Crew 10 

High Speed Brake 156-158 



M 

Mechanical Examination, First Year 15-30 

Mechanical Examination, Second Year , 34-19 

Mechanical Examination, Third Year , , . . 51-132 



Pumps — 9% Air Pump, Westinghouse, Operation, During Up 

and Down Stroke, Steam End 183-185 

Operation of Air End During Up and Down Stroke 185 

8% Cross Compound Operation of Steam End During Up 

and Down Stroke 187-190 

Air End 190-191 

Pump, No. 5 New York — Steam End 318-321 

Air End 321-323 

Bunning and Oiling the Pump 323-325 

Pounds 325 

Blows 325 

Locating Defects in Air End 326-329 

Pyle National Headlight 305-311 

P. C Passenger Brake 312-317 



Q 

Qualifications of a Fireman. 9-10 

R 

Retaining Valve, Low Pressure 233 

Retaining Valve, Double Pressure 235 



S 

Safety Valve, Action of the E-6 269 

Safety Valve, Action of the E-7 229 

Steam Heat Regulator — Gould 297 

Steam Heat Regulator — Mason 300 

Steam Heat Regulator — Leslie 303 

Steam Heat Regulators, Defects and Methods of Treating 304 



386 INDEX 



PAGE 



Quick Action Triple — Westinghouse 150-153 

Eelease Position . . . . 199 

Service Position 199 

Lap Position 201 

Emergency Position 201 

K. Triple 

Questions and Answers 203-205 

Operation 

Eelease Position 205 

Quick Service Position 207-209 

Full Service Position 209-211 

Lap Position 211 

Eetarded Eelease Position 211-213 

Emergency Position 213 

Blows 215-219 

L. Triple Valve Operation 

Eelease and Charging Position 219-221 

Quick Service Position 221-223 

Full Service Position 223-224 

Lap Position 224-225 

Graduated Eelease Position 225-227 

Emergency Position 227-229 

Defects in the L. Triple 230-233 

Double L. N. and P. M. Equipment 233 



W 

Walschaert Valve Gear Explanation 121 

Breakdowns 123-126 

What the Fireman Should Not Do 11-13 

What t T ie Engineer Should Do to Assist the Fireman in the 

Use of Fuel 13-14 



